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The International 
Development of China 



By 

Sun Yat-sen 

h 



With 16 Maps in the Text and a 
Folding Map at end 



G. P. Putnam's Sons 

New York and London 

Zbc fmfcfeerbocfter press 

1922 






Copyright, 1922 

by 

Sun Yat-sen 



Made in the United States of America 



SEP 14*22 



rt& 




LC Control Number 




tmp96 031531 



: 
©CI.A683206 



« "■} 












This work is 

affectionately dedicated 

to 

Sir James and Lady Cantlie 

My revered teacher and devoted friends 

to whom I once owed my life 



PREFACE 

As soon as Armistice was declared in the recent 
World War, I began to take up the study of the Inter- 
national Development of China, and to form programs 
accordingly. I was prompted to do so by the desire 
to contribute my humble part in the realization of world 
peace. China, a country possessing a territory of 
4,289,000 square miles, a population of 400,000,000 
people, and the richest mineral and agricultural re- 
sources in the world, is now a prey of militaristic and 
capitalistic powers — a greater bone of contention than 
the Balkan Peninsula. Unless the Chinese question 
can be settled peacefully, another world war greater 
and more terrible than the one just past will be inevi- 
table. In order to solve the Chinese question, I suggest 
that the vast resources of China be developed interna- 
tionally under a N socialistic scheme, for the good of the 
world in general and the Chinese people in particular. 
It is my hope that as a result of this, the present spheres 
of influence can be abolished; the international com- 
mercial war can be done away with; the internecine 
capitalistic competition can be got rid of, and last, but 
not least, the class struggle between capital and labor 
can be avoided. Thus the root of war will be forever 
exterminated so far as China is concerned. 



vi PREFACE 

Each part of the different programs in this Inter- 
national Scheme, is but a rough sketch or a general 
policy produced from a layman's thought with very 
limited materials at his disposal. So alterations and 
changes will have to be made after scientific investiga- 
tion and detailed survey. For instance, in regard to 
the projected Great Northern Port, which is to be 
situated between the mouths of the Tsingho and the 
Lwanho, the writer thought that the entrance of the 
harbor should be at the eastern side of the port but 
from actual survey by technical engineers, it is found 
that the entrance of the harbor should be at the western 
side of the port instead. So I crave great indulgence 
on the part of experts and specialists. 

I wish to thank Dr. Monlin Chiang, Mr. David Yui, 
Dr. Y. Y. Tsu, Mr. T. Z. Koo, and Dr. John Y. Lee, 
who have given me great assistance in reading over the 
manuscripts with me. 

Sun Yat-sen. 
Canton, April 25, 1921. 



CONTENTS 

PAGE 

The International Development of China . . i 

Program I.... n 

Program II 30 

Program III 77 

Program IV 129 

Program V 197 

Program VI 222 

Conclusion 231 

Appendix I 239 

Appendix II 251 

Appendix III 257 

Appendix IV . . . . 259 

Appendix V 260 

Appendix VI 262 



vu 



MAPS 



FACING 
PAGE 



Figure i 16 

Figure 2 . 17 

Map I 18 

Map II 19 

Map III 32 

Map IV 33 

Map V 44 

Map VI . 45 

Map VII 48 

Map VIII 49 

Map IX 54 

Map X 55 

Map XI 82 

Map XII 83 

Map XIII 86 

ix 



x MAPS 



FACING, 
PAGE 



Map XIV 87 

Map XV 90 

Map XVI 91 

Map at end 



The International Development 
of China 



THE INTERNATIONAL DEVELOPMENT 
OF CHINA 

A Project to Assist the Readjustment of 
Post-Bellum Industries 

It is estimated that during the last year of the World 
War the daily expenses of the various fighting nations 
amounted to two hundred and forty millions of dollars 
gold. It is accepted by even the most conservative, 
that only one half of this sum was spent on munitions 
and other direct war supplies, that is, one hundred and 
twenty millions of dollars gold. Let us consider these 
war supplies from a commercial point of view. The 
battlefield is the market for these new industries, the 
consumers of which are the soldiers. Various indus- 
tries had to be enlisted and many new ones created for 
the supplies. In order to increase the production of 
these war commodities day by day, people of the war- 
ring countries and even those of the neutral states had 
to be content with the barest necessities of life and had 
to give up all former comforts and luxuries. 

Now the war is ended and the sole market of these 
war supplies has closed, let us hope, forever, for the 
good of humanity. So, from now on we are concerned 

3 



4 THE INTERNATIONAL 

with the problem as to how a readjustment may be 
brought about. What must be considered first is the 
reconstruction of the various countries, and next the 
supply of comforts and luxuries that will have to be 
resumed. We remember that one hundred and twenty 
million dollars were spent every day on direct war 
supplies. Let us then suppose that the two items men- 
tioned will take up one half of this sum, that is, sixty 
millions of dollars a day which will still leave us a 
balance of sixty million dollars a day. Besides, the 
many millions of soldiers who were once consumers will 
from now on become producers again. Furthermore, 
the unification and nationalization of all the industries, 
which I might call the Second Industrial Revolution, 
will be more far-reaching than that of the first one in 
which Manual Labor was displaced by Machinery. 
This second industrial revolution will increase the pro- 
ductive power of man many times more than the first 
one. * Consequently, this unification and nationalization 
of industries on account of the World War will further 
complicate the readjustment of the post-war industries. 
Just imagine sixty million dollars a day or twenty-one 
billions and nine hundred millions of dollars a year of 
new trade created by the war suddenly have to stop 
when peace is concluded! Where in this world can 
Europe and America look for a market to consume 
this enormous saving from the war? 

If the billions of dollars worth of war industries 
can find no place in the post-bellum readjustment, then 
they will be a pure economic waste. The result will 



DEVELOPMENT OF CHINA 5 

not only disturb the economic condition of the pro- 
ducing countries, but will also be a great loss to the 
world at large. 

All the commercial nations are looking to China as 
the only "dumping ground" for their over-production. 
The pre-war condition of trade was unfavorable to 
China. The balance of imports over exports was some- 
thing over one hundred million dollars gold annually. 
The market of China under this condition could not 
expand much for soon after there will be no more 
money or commodities left for exchanging goods with 
foreign countries. Fortunately, the natural resources 
of China are great and their proper development would 
create an unlimited market for the whole world and 
would utilize the greater part, if not all of the billions 
of dollars worth of war industries soon to be turned 
into peace industries. 

China is the land that still employs manual labor for 
production and has not yet entered the first stage of 
industrial evolution, while in Europe and America the 
second stage is already reached. So China has to begin 
the two stages of industrial evolution at once by adopt- 
ing the machinery as well as the nationalization of 
production. In this case China will require machinery 
for her vast agriculture, machinery for her rich mines, 
machinery for the building of her innumerable fac- 
tories, machinery for her extensive transportation 
systems and machinery for all her public utilities. Let 
us see how this new demand for machinery will help 
in the readjustment of war industries. The workshops 



6 THE INTERNATIONAL 

that turn out cannon can easily be made to turn out 
steam rollers for the construction of roads in China. 
The workshops that turn out tanks can be made to turn 
out trucks for the transportation of the raw materials 
that are lying everywhere in China. And all sorts of 
warring machinery can be converted into peaceful 
tools for the general development of China's latent 
wealth. The Chinese people will welcome the devel- 
opment of our country's resources provided that it can 
be kept out of Mandarin corruption and ensure the 
mutual benefit of China and of the countries cooperat- 
ing with us. 

It might be feared by some people in Europe and 
America that the development of China by war 
machinery, war organization and technical experts 
might create unfavorable competition to foreign indus- 
tries. I, there ford, propose a scheme to develop a new 
market in China big enough both for her own products 
and for products from foreign countries. The scheme 
will be along the following lines : 

I. The Development of a Communications System. 

(a) 100,000 miles of Railways. 

(b) 1,000,000 miles of Macadam Roads. 

(c) Improvement of Existing Canals. 

(1) Hangchow-Tientsin Canals. 

(2) Sikiang- Yangtze Canals. 

(d) Construction of New Canals. 

(1) Liaoho-Sunghwakiang Canal. 

(2) Others to be projected. 



DEVELOPMENT OF CHINA 7 

(e) River Conservancy. 

(1) To regulate the Embankments and 
Channel of the Yangtze River from 

Hankow to the Sea thus facilitat- 
ing Ocean-going Ships to reach 
that port at all seasons. 

(2) To regulate the Hoangho Embank- 
ments and Channel to prevent 
floods. 

(3) To regulate the Sikiang. 

(4) To regulate the Hwaiho. 

( 5 ) To regulate various other rivers. 

(f) The Construction of more Telegraph 
Lines and Telephone and Wireless Sys- 
tems all over the Country. 

II. The Development of Commercial Harbors. 

(a) Three largest Ocean Ports with future 
capacity equalling New York Harbor to 
be constructed in North, Central and 
South China. 

(b) Various small Commercial and Fishing 
Harbors to be constructed along the Coast. 

(c) Commercial Docks to be constructed along 
all navigable rivers. 

III. Modern Cities with public utilities to be con- 
structed in all Railway Centers, Termini and along- 
side Harbors. 

IV. Water Power Development. 

V. Iron and Steel Works and Cement Works on 
the largest scale in order to supply the above needs. 



8 THE INTERNATIONAL 

VI. Mineral Development. 

VII. Agricultural Development 

VIII. Irrigational Work on the largest scale in 
Mongolia and Sinkiang. 

IX. Reforestation in Central and North China. 

X. Colonization in Manchuria, Mongolia, Sinkiang, 
Kokonor, and Thibet. 

If the above program could be carried out gradually, 
China will not only be the "Dumping Ground" for 
foreign goods but actually will be the "Economic 
Ocean" capable of absorbing all the surplus capital as 
quickly as the Industrial Nations can possibly produce 
by the coming Industrrial Revolution of Nationalized 
Productive Machinery. Then there will be no more 
competition and commercial struggles in China as well 
as in the world. 

The recent World War has proved to Mankind that 
war is ruinous to both the Conqueror and the Con- 
quered, and worse for the Aggressor. What is true in 
military warfare is more so in trade warfare. Since 
President Wilson has proposed a League of Nations to 
end military war in the future, I desire to propose to 
end the trade war by cooperation and mutual help in the 
Development of China. This will root out probably the 
greatest cause of future wars. 

The world has been greatly benefited by the devel- 
opment of America as an industrial and a commercial 
Nation. So a developed China with her four hundred 
millions of population, will be another New World in 



DEVELOPMENT OF CHINA 9 

the economic sense. The nations which will take part 
in this development will reap immense advantages. 
Furthermore, international cooperation of this kind 
cannot but help to strengthen the Brotherhood of Man. 
Ultimately, I am sure, this will culminate to be the 
keystone in the arch of the League of Nations. 

In order to carry out this project successfully I 
suggest that three necessary steps must be taken: 
First, that the various Governments of the Capital- 
supplying Powers must agree to joint action and a uni- 
fied policy to form an International Organization with 
their war work organizers, administrators and experts 
of various lines to formulate plans and to standardize 
materials in order to prevent waste and to facilitate 
work. Second, the confidence of the Chinese people 
must be secured in order to gain their cooperation and 
enthusiastic support. If the above two steps are 
accomplished, then the third step is to open formal 
negotiation for the final contract of the project with 
the Chinese Government. For which I suggest that it 
be on the same basis as the contract I once concluded 
with the Pauling Company of London, for the con- 
struction of the Canton-Chungking Railway, since it 
was the fairest to both parties and the one most wel- 
comed by the Chinese people, of all contracts that were 
ever made between China and the foreign countries. 

And last but not least, a warning must be given that 
mistakes such as the notorious Sheng Shun Hwai's 
nationalized Railway Scheme in 191 1 must not be com- 
mitted again. In those days foreign bankers entirely 



io DEVELOPMENT OF CHINA 

disregarded the will of the Chinese people, and thought 
that they could do everything with the Chinese Govern- 
ment alone. But to their regret, they found that the 
contracts which they had concluded with the Govern- 
ment, by heavy bribery, were only to be blocked by the 
people later on. Had the foreign bankers gone in the 
right way of first securing the confidence of the 
Chinese people, and then approaching the Government 
for a contract, many things might have been accom- 
plished without a hitch. Therefore, in this Interna- 
tional Project we must pay more attention to the 
people's will than ever before. 

If my proposition is acceptable to the Capital-supply- 
ing Powers, I will 'furnish further details. 



PROGRAM I 

The industrial development of China should be 
carried out along two lines : ( i ) by private enterprise 
and (2) by national undertaking. All matters that can 
be and are better carried out by private enterprise 
should be left to private hands which should be encour- 
aged and fully protected by liberal laws. And in order 
to facilitate the industrial development by private 
enterprise in China, the hitherto suicidal internal taxes 
must be abolished, the cumbersome currency must be 
reformed, the various kinds of official obstacles must 
be removed, and transportation facilities must be 
provided. All matters that cannot be taken up by 
private concerns and those that* possess monopolistic 
character should be taken up as national undertakings. 
It is for this latter line of development that we are here 
endeavoring to deal with. In this national undertak- 
ing, foreign capital have to be invited, foreign experts 
and organizers have to be enlisted, and gigantic meth- 
ods have to be adopted. The property thus created will 
be state owned and will be managed for the benefit 
of the whole nation. During the construction and the 
operation of each of these national undertakings, 
before its capital and interest are fully repaid, it will 

11 



12 THE INTERNATIONAL 

be managed and supervised by foreign experts under 
Chinese employment. As one of their obligations, 
these foreign experts have to undertake the training of 
Chinese assistants to take their places in the future. 
When the capital and interest of each undertaking are 
paid off, the Chinese Government will have the option 
to employ either foreigners or Chinese to manage the 
concern as it thinks fit. 

Before entering into the details of this International 
development scheme, four principles have to be con- 
sidered : 

( i ) The most remunerative field must be selected 
in order to attract foreign capital. 

(2) The most urgent needs of the nation must be 

met. 

(3) The lines of least resistance must be followed. 

(4) The most suitable positions must be chosen. 

In conformity with the above principles, I formulate 
Program I as follows : 

I. The construction of a great Northern Port on 

the Gulf of Pechili. 
II. The building of a system of railways from the 
Great Northern Port to the Northwestern 
extremity of China. 

III. The Colonization of Mongolia and Sinkiang 

(Chinese Turkestan). 

IV. The construction of canals to connect the in- 

land waterway systems of North and 



DEVELOPMENT OF CHINA 13 

Central China with the Great Northern 
Port. 
V. The development of the Iron and Coal fields 
in Shansi and the construction of an Iron 
and Steel Works. 

These five projects will be worked out as one 
program, for each of them will assist and accelerate 
the development of the others. The Great Northern 
Port will serve as a base of operation of this Interna- 
tional Development Scheme, as well as a connecting 
link of transportation and communication between 
China and the outer world. The other four projects 
will be centered around it. 

PART I 

The Great Northern Port 

I propose that a great deep water and ice free port 
be constructed on the Gulf of Pechili. The need of 
such a port in that part of China has been keenly felt 
for a long time. Several projects have been proposed 
such as the deepening of the Taku Bar, the construc- 
tion of a harbor in the Chiho estuary, the Chinwangtao 
Harbor which has actually been carried out on a small 
scale and the Hulutao Harbor which is on the point of 
being constructed. But the site of my projected port 
is in none of these places for the first two are too far 
from the deep water line and too near to fresh water 
which freezes in winter. So it is impossible to make 



14 THE INTERNATIONAL 

them into deep water and ice free ports, while the last 
two are too far away from the center of population and 
are unprofitable as commercial ports. The locality of 
my projected port is just at midway between Taku and 
Chinwangtao and at a point between the mouths of the 
Tsingho and Lwanho, on the cape of the coast line 
between Taku and Chinwangtao. This is one of the 
points nearest to deep water in this Gulf. With the 
fresh water of the Tsingho and Lwanho diverted 
away, it can be made a deep water and ice free port 
without much difficulty. Its distance to Tientsin is 
about seventy or eighty miles less than that of Chin- 
wangtao to Tientsin. Moreover, this port can be 
connected with the inland waterway systems of North 
and Central China by canal, whereas in the case of 
Chinwangtao and Hulutao this could not be done. So 
this port is far superior as a commercial harbor than 
Hulutao or Chinwangtao which at present is the only 
ice free port in the Gulf of Pechili. 

From a commercial standpoint this port will be a 
paying proposition from the very beginning of its 
construction, owing to the fact that it is situated at the 
center of the greatest salt industry in China. The 
cheapest salt is produced here by sun evaporation only. 
If modern methods could be added, also utilizing the 
cheap coal near by, the production fcould increase many 
times more and the cost could thus be made cheaper. 
Then it can supply the whole of China with much 
cheaper salt. By this industry alone it is quite suffi- 
cient to support a moderate sized harbor which must be 



DEVELOPMENT OF CHINA 15 

the first step of this great project. Besides, there is in 
the immediate neighborhood the greatest coal mine that 
has yet been developed in China, the Kailan Mining 
Company. The output of its colliery is about four 
million tons a year. At present the company uses 
its own harbor, Chinwangtao, for shipping its ex- 
ports. But our projectd port is much nearer to 
its colliery than Chinwangtao. It can be connected 
with the mine by canal thus providing it with a 
much cheaper carriage than by rail to Chinwangtao. 
Furthermore, our projected port will in future con- 
sume much of the Kailan coal. Thus eventually 
the Company must use our port as a shipping 
stage for its exports. Tientsin, the largest com- 
mercial center in North China, has no deep harbor 
and is ice bound several months a year in winter, and 
so has to use our projected port entirely as an outlet for 
its world trade. This is the local need only but for 
this alone it is quite sufficient to make our projected 
port a paying proposition. 

But my idea is to develop this port as large as New 
York in a reasonable limit of time. Now, let us survey 
the hinterland to see whether the possibility justifies 
my ideal or not. To the southwest are the provinces of 
Chili and Shansi, and the Hoangho valley with a 
population of nearly a hundred millions. To the north- 
west are the undeveloped Jehol district and the vast 
Mongolian Prairie with their virgin soil waiting for 
development, Chili with its dense population and 
Shansi with its rich mineral resources have to depend 



16 THE INTERNATIONAL 

upon this port as their only outlet to the sea. And if 
the future Dolon Nor and Urga Railway is completed 
with connection to the Siberian line then Central 
Siberia will also have to use this as its nearest seaport. 
Thus its contributing or rather distributing area will 
be larger than that of New York. Finally, this port 
will become the true terminus of the future Eurasian 
Railway System, which will connect the two continents. 
The land which we select to be the site of our 
projected port is now almost worth next to noth- 
ing. Let us say two or three hundred square miles be 
taken up as national property absolutely for our future 
city building. If within forty years we could develop 
a city as large as Philadelphia, not to say New York, 
the land value alone will be sufficient to pay off the 
capital invested in its development. 

The need of such a port in this part of China goes 
without saying. For the provinces of Chili, Shansi, 
Western Shantung, Northern Honan, a part of Feng- 
tien and the greater part of Shensi and Kansu with a 
population of about ioo millions are lacking of a sea- 
port of this kind. Mongolia and Sinkiang as well as 
the rich coal and iron fields of Shansi will also have to 
depend on the Chili coast as their only outlet to the sea. 
And the millions of congested population of the coast 
and the Yangtze valley need an entrance to the virgin 
soil of the Mongolian Prairie and the Tienshan Valley. 
The port will be the shortest doorway and the cheapest 
passage to these regions. 

The locality of our projected port is nearest to deep 




MP : > ■ ' 

- I' 





DEVELOPMENT OF CHINA 17 

water line, and far away from any large river which 
might carry silt to fill up the approach of the harbor 
like those of the Hoangho entrance and the Yangtze 
estuary which cause great trouble to conservancy work. 
So it has no great natural obstacle to be overcome. 
Moreover, it is situated in an arid plain with few people 
living on it, so it has no artificial hindrance to be 
overcome. We can do whatever we please in the 
process of construction. 

As regards the planning and estimation of the work 
of the harbor construction and city building, I must 
leave them to experts who have to make extensive 
surveys and soundings before detailed plan and proper 
estimation could be made. Whereas for rough refer- 
ence see Map I, and figures 1 and 2.* 

PART II 

The Northwestern Railway System 

Our projected Railway will start at the Great North- 
ern Port and follow the Lwan Valley to the prairie city 
of Dolon Nor, a distance of three hundred miles. This 
railway should be built in double tracks at the com- 
mencement. As our projected Port is a starting point 
to the sea, so Dolon Ncr is a gate to the vast prairie 

* As soon as this first program reached the American Legation 
in Peking, the former Minister, Dr. Paul S. Reinsch, immediately 
sent an expert to survey the site which the writer indicated, and 
found that it is really the best site on the Chili Coast for a world 
harbor, excepting that the entrance of the port should be at 
the west side instead of the east side as the writer proposed. 
Detailed plans have been made as figures i and 2. 



18 THE INTERNATIONAL 

whicn our projected Railway System is going to tap. 
It is from Dolon Nor our Northwestern Railway Sys- 
tem is going to radiate. First, a line N. N. E. will run 
parallel to the Khingan Range to Khailar, and thence to 
Moho, the gold district on the right bank of the Amur 
River. This line is about eight hundred miles in length. 
Second, a line N. N. W. to Kurelun, and thence to the 
frontier to join the Siberian line near Chita. This 
line has a distance of about six hundred miles. Third, 
a trunk line northwest, west, and southwest, skirting 
off the northern edge of the desert proper, to Urumochi 
at the western end of China, a distance of about one 
thousand six hundred miles all on level land. Fourth, 
a line from Urumochi westward to Hi, a distance of 
about four hundred miles. Fifth, a line from Uru- 
mochi southeast across the Tienshan gap into the 
Darim basin, then turning southwest running along the 
fertile zone between the southern watershed of the 
Tienshan and the northern edge of the Darim Desert, 
to Kashgar, and thence turning southeast to another 
fertile zone between the eastern watershed of the 
Pamir, the northern watershed of the Kuenlum Moun- 
tain and the southern edge of the Darim Desert, to the 
city of Iden or Keria, a distance of about one thousand 
two hundred miles all on level land. Sixth, a branch 
from the Dolon Nor Urumochi Trunk Line, which 
I shall call Junction A, to Urga and thence to the 
frontier city Kiakata, a distance of about three 
hundred and fifty miles. Seventh, a branch from Junc- 
tion B to Uliassutai and beyond N. N. W. up to the 



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DEVELOPMENT OF CHINA 19 

frontier, a distance of about six hundred miles. And 
eighth, a branch from Junction C northwest to the 
frontier, a distance of about four hundred and fifty 
miles. See Map II. 

Regarded from the principle of "following the line 
of least resistance" our projected railways in this 
program is the most ideal one. For most of the seven 
thousand miles of lines under this project are on 
perfectly level land. For instance, the Trunk Line 
from Dolon Nor to Kashgar and beyond, about a 
distance of three thousand miles right along is on the 
most fertile plain and encounters no natural obstacles, 
neither high mountains nor great rivers. 

Regarded from the principle of "the most suitable 
position," our projected railways will command the 
most dominating position of world importance. It will 
form a part of the trunk line of the Eurasian system 
which will connect the two populous centers, Europe 
and China, together. It will be the shortest line from 
the Pacific Coast to Europe. Its branch from Hi will 
connect with the future Indo-European line, and 
through Bagdad, Damascus and Cairo, will link up 
also with the future African system. Then there will 
be a through route from our projected port to Cape- 
town. There is no existing railway commanding such 
a world important position as this. 

Regarded from the principle of the "most urgent 
need of the Nation," this railway system becomes the 
first in importance, for the territories traversed by it 
are larger than the eighteen provinces of China Proper. 



20 THE INTERNATIONAL 

Owing to the lack of means of transportation and com- 
munication at present these rich territories are left 
undeveloped and millions of laborers in the congested 
provinces along the Coast and in the Yangtze Valley 
are without work. What a great waste of natural and 
human energies. If there is a railway connecting these 
vast territories, the waste labor of the congested prov- 
inces can go and develop these rich soils for the good 
not only of China but also of the whole commercial 
world. So a system of railways to the northwestern 
part of the country is the most urgent need both 
politically and economically for China to-day. 

I have intentionally left out the first principle — "the 
most remunerative field must be selected" — not because 
I want to neglect it but because I mean to call more 
attention to it and treat it more fully. It is commonly 
known to financiers and railway men that a railway in 
a densely populated country from end to end is the best 
paying proposition, and a railway in a thinly settled 
country from end to end is the least pajing one. And 
a railway in an almost unpopulated country like our 
projected lines will take a long time to make it a paying 
business. That is why the United States Government 
had to grant large tracts of public lands to railway 
corporations to induce them to build the Transcon- 
tinental lines to the Pacific Coast, half a century ago. 
Whenever I talked with foreign railway men and 
financiers about the construction of railways to Mon- 
golia and Sinkiang, they generally got very shy of the 
proposition. Undoubtedly they thought that it is for 




DEVELOPMENT OF CHINA 21 

political and military reasons only that such a line 
as the Siberian Railway was built, which traversed 
through a thinly populated land. But they could not 
grasp the fact which might be entirely new to them, 
that a railway between a densely populated country 
and a sparsely settled country will pay far better than 
one that runs from end to end in a densely populated 
land. The reason is that in economic conditions the 
two ends of a well populated country are not so dif- 
ferent as that between a thickly populated country and 
a newly opened country. At the two ends of a well 
populated country, in many respects, the local people 
are self-supplying, excepting a few special articles 
which they depend upon the other end of the road to 
supply. So the demand and supply between the two 
places are not very great, thus the trade between the 
two ends of the railway could not be very lucrative. 
While the difference of the economic condition between 
a well populated country and an unpopulated country 
is very great. The workers of the new land have to 
depend upon the supplies of the thickly populated 
country almost in everything excepting foodstuffs and 
raw materials which they have in abundance and for 
disposal of which they have to depend upon the demand 
of the well populated district. Thus the trade between 
the two ends of the line will be extraordinarily great. 
Furthermore, a railway in a thickly populated place 
will not affect much the masses which consist of the 
majority of the population. It is only the few well-to- 
do and the merchants and tradesmen that make use of 



22 THE INTERNATIONAL 

it. While with a railway between a thickly populated 
country and a sparsely settled or unsettled country, as 
soon as it is opened to traffic for each mile, the masses 
of the congested country will use it and rush into the 
new land in a wholesale manner. Thus the railway will 
be employed to its utmost capacity in passenger traffic 
from the beginning. The comparison between the 
Peking-Hankow Railway and the Peking-Mukden 
Railway in China is a convincing proof. 

The Peking-Hankow Railway is a line of over eight 
hundred miles running from the capital of the country 
to the commercial center in the heart of China right 
along in an extraordinarily densely settled country 
from end to end. While the Peking-Mukden line is 
barely six hundred miles in length running from a 
thickly populated country to thinly populated Manchu- 
ria. The former is a well paying line but the latter 
pays far better. The net profit of the shorter Peking- 
Mukden Line is sometimes three to four millions more 
yearly than that of the longer Peking-Hankow line. 

Therefore, it is logically clear that a railway in a 
thickly populated country is much better than one that 
is in a thinly populated country in remuneration. But 
a railway between a very thickly populated and a very 
thinly populated or unpopulated country is the best 
paying proposition. This is a law in Railway Econom- 
ics which hitherto had not been discovered by railway 
men and financiers. 

According to this new railway economic law, our 
projected railway will be the best remunerative pro- 



DEVELOPMENT OF CHINA 23 

ject of its kind. For at the one end, we have our 
projected port which acts as a connecting link with 
the thickly populated coast of China and the Yangtze 
Valley and also the two existing lines, the Kingham 
and the Tsinpu, as feeders to the projected port and the 
Dolon Nor line. And at the other end, we have a vast 
and rich territory, larger than China Proper, to be 
developed. There is no such vast fertile field so near 
to a center of a population of four hundred millions 
to be found in any other part of the world. 

PART III 

The Colonization of Mongolia and Sinkiang 

The Colonization of Mongolia and Sinkiang is a 
complement of the Railway scheme. Each is de- 
pendent upon the other for its prosperity. The coloniza- 
tion scheme, besides benefitting the railway, is in itself 
a greatly profitable undertaking. The results of the 
United States, Canada, Australia, and Argentina are 
ample proofs of this. In the case of our project, it is 
simply a matter of applying waste Chinese labor and 
foreign machinery to a fertile land for production for 
which its remuneration is sure. The present Coloniza- 
tion of Manchuria, notwithstanding its topsy turvy 
way which caused great waste of land and human 
energy, has been wonderfully prosperous. If we would 
adopt scientific methods in our colonization project we 
could certainly obtain better results than all the others. 
Therefore, I propose that the whole movement be 



24 THE INTERNATIONAL 

directed in a systematic way by state organization with 
the help of foreign experts and war organizers, for the 
good of the colonists particularly and the nation 
generally. 

The land should be bought up by the state in order 
to prevent the speculators from creating the do g-in-the : 
manger system, to the detriment of the public. The 
land should be prepared and divided into farmsteads, 
then leased to colonists on perpetual term. The initial 
capital, seeds, implements and houses should be fur- 
nished by the state at cost price on cash or on the 
instalment plan. For these services, big organizations 
should be formed and war work measures should be 
adopted in order to transport, to feed, to clothe and to 
house every colonist on credit in his first year. 

As soon as a sufficient number of colonists is settled 
in a district, franchise should be given for self-govern- 
ment and the colonists should be trained to manage 
their own local affairs with perfect democratic spirit. 

If within ten years we can transport, let us say, ten 
millions of the people, from the congested provinces 
of China, to the Northwestern territory to develop its 
natural resources, the benefit to the commercial world 
at large will be enormous. No matter how big a capital 
that shall have been invested in the project it could be 
repaid within a very short time. So in regard to its 
bearing to "the principle of remuneration" there is no 
question about it. 

Regarded from "the principle of the need of the 
Nation" colonization is the most urgent need of the 



DEVELOPMENT OF CHINA 25 

first magnitude. At present China has more than a 
million soldiers to be disbanded. Besides, the dense 
population will need elbow room to move in. This 
Colonization project is the best thing for both purposes. 
The soldiers have to be disbanded at great expense and 
hundreds of millions of dollars may be needed for dis- 
bandment alone, in paying them off with a few months' 
pay. If nothing more could be done for these soldiers' 
welfare, they will either be left to starve or to rob for 
a living. Then the consequences will be unimaginable. 
This calamity must be prevented and prevented effec- 
tively. The best way for this is the colonization 
scheme. I hope that the friendly foreign financiers, who 
have the welfare of China at heart, when requested to 
float a reorganization loan for the Chinese Government 
in the future, will persist on the point — that the money 
furnished must first be used to carry out the coloniza- 
tion scheme for the disbanded soldiers. Otherwise, 
their money will only work disasters to China. 

For the million or more of the soldiers to be dis- 
banded, the district between our projected port and 
Dolon Nor is quite enough to accommodate them. This 
district is quite rich in mineral resources and is very 
sparsely settled. If a railway is to start at once from 
the projected port to Dolon Nor these soldiers could be 
utilized as a pioneer party for the work of the port, 
of the railway, of the developing of the adjacent land 
beyond the Great Wall, and of preparing Dolon Nor 
as a jumping ground for further colonization develop- 
ment of the great northern plain. 



26 THE INTERNATIONAL 

PART IV 

The Construction of Canals to connect the Inland 

Waterway Systems of North and Central 

China with the Great Northern Port 

This scheme will include the regulation of the 
Hoangho and its branches, the Weiho in Shensi, and 
the Fenho in Shansi and connecting canals. The 
Hoangho should be deepened at its mouth in order to 
give a good drawing to clear its bed of silt and carry 
the same to the sea. For this purpose, jetties should 
be built far out to the deep sea, as those at the mouths 
of the Mississippi in America. Its embankments 
should be parallel in order to make the width of the 
channel equal right along, so as to give equal velocity 
to the current which will prevent the deposit of silt at 
the bottom. By dams and locks, it could be made 
navigable right up to Lanchow, in the province of 
Kansu, and at the same time water power could be 
developed. The Weiho and the Fenho can also be 
treated in the same manner so as to make them navi- 
gable to a great extent in the provinces of Shensi and 
Shansi. Thus the provinces of Kansu, Shensi, and 
Shansi can be connected by waterway with our pro- 
jected port on the Gulf of Pechili, so that cheap car- 
riage can be provided for the rich mineral and other 
products from these three hitherto secluded provinces. 

The expenses of regulating the Hoangho may be 
very great. As a paying project, it may not be very 



DEVELOPMENT OF CHINA 27 

attractive but as a flood preventive measure, it is the 
most important task to the whole nation. This river 
has been known as "China's Sorrow" for thousands of 
years. By its occasional overflow and bursting of its 
embankments, millions of lives and billions of money 
have been destroyed. It is a constant source of anxiety 
in the minds of all China's statesmen from time im- 
memorial. A permanent safeguard must be effected, 
once for all, despite the expenses that will be incurred. 
The whole nation must bear the burden of its expenses. 
To deepen its mouth, to regulate its embankments and 
to build extra dykes are only half of the work to 
prevent flood. The entire reforestation of its water- 
shed to prevent the washing off of loess is another half 
of the work in the prevention of flood. 

The Grand Canal, the former Great Waterway of 
China between the North and the South for centuries, 
and now being reconstructed in certain sections, should 
be wholly reconstructed from end to end, in order to 
restore the inland waterway traffic from the Yangtze 
Valley to the North. The reconstruction of this canal 
will be a great remunerative concern for it runs right 
along from Tientsin to Hangchow in an extremely 
rich and populous country. 

Another new canal should be constructed from our 
projected port to Tientsin to link up all the inland 
waterway systems to the new port. This new canal 
should be built extra wide and deep, let us say, similar 
to the present size of the Peiho, for the use of the 
coasting and shallow-draft vessels which the Peiho 



28 THE INTERNATIONAL 

now accommodates for other than the winter seasons. 
The banks of this canal should be prepared for factory 
sites so as to enable it to pay not only by its traffic but 
also from the land on both sides of its banks. 

As for planning and estimating these river and canal 
works, the assistance of technical experts must be 
solicited. 

PART V 

The Development of the Iron and Coal Fields in 

Chili and Shansi, and the Construction 

of Iron and Steel Works 

Since we have in hand in this program the work of 
the construction of the Great Northern Port, the work 
of the building of a system of railways from the Great 
Northern Port to the North Western Extremity of 
China, the work of the Colonization of Mongolia and 
Sinkiang, and the work of the construction of canals 
and improvement of rivers to connect with the Great 
Northern Port, the demand for materials will be very 
great. As the iron and coal resources of every indus- 
trial country are decreasing rapidly every year, and as 
all of them are contemplating the conservation of their 
natural resources for the use of future generations, 
if all the materials for the great development of China 
were to be drawn from them, the draining of the 
natural resources of those countries will be detri- 
mental for their future generations. Besides, the 
present need of the post-bellum reconstruction of 



DEVELOPMENT OF CHINA 29 

Europe has already absorbed all the iron and coal that 
the industrial world could supply. Therefore, new 
resources must be opened up to meet the extraordinary 
demand of the development of China. 

The unlimited iron and coal fields of Shansi and 
Chili should be developed on a large scale. Let us say 
a capital of from five hundred to a thousand million 
dollars Mex. should be invested in this project. For 
as soon as the general development of China is started 
we would have created a vast market for iron and steel 
which the present industrial world will be unable to 
supply. Think of our railway construction, city build- 
ing, harbor works, and various kinds of machineries 
and implements that will be needed! In fact, the 
development of China means the creation of a new 
need of various kinds of goods, for which, we must 
undertake to create the supply also, by utilizing the raw 
materials near by. Thus a great iron and steel works 
is an urgent necessity as well as a greatly profitable 
project. 

In this First Program, we have followed the four 
principles set forth at the outset pretty closely. As 
needs create new needs and profits promote more 
profits, so our first program will be the forerunner of 
the other great developments, which we will deal with 
shortly. 






PROGRAM II 

As the Great Northern Port is the center of our first 
program, so the Great Eastern Port will be the center 
of our second program. I shall formulate this 
program as follows: 

I. The Great Eastern Port. 

II. The regulating of the Yangtze Channel and 
embankments. 

III. The Construction of River Ports. 

IV. The Improvement of Existing Waterways and 

Canals in connection with the Yangtze. 
V. The Establishment of large Cement Works. 

PART I 
The Great Eastern Port 

Although Shanghai is already the largest port in all 
China, as it stands it will not meet the future needs and 
demands of a world harbor. Therefore there is a move- 
ment at present among the foreign merchants in China 
to construct a world port in Shanghai. Several plans 
have been proposed such as to improve the existing 
arrangement, to build a wet dock by closing the Whang- 

30 



DEVELOPMENT OF CHINA 31 

poo, to construct a closed harbor on the right bank of 
the Yangtze outside of Whangpoo, and to excavate a 
new basin just east of Shanghai with a shipping canal 
to Hangchow Bay. It is estimated that a cost of over 
one hundred million dollars Mex. must be spent before 
Shanghai can be made a first-class port. 

According to the four principles I set forth in Pro- 
gram I, Shanghai as a world port for Eastern China is 
not in an ideal position. The best position for a port 
of that kind is at a point just south of Chapu on the 
Hangchow Bay. This locality is far superior to 
Shanghai as an eastern port for China from the stand- 
point of our four principles as set forth in our first 
program. Henceforth, in our course of discussion, 
we shall call this the "Projected Port" so as to distin- 
guish it from Shanghai, the existing port of Eastern 
China. 

The Projected Port 

The "Projected Port" will be on the Bay which lies 
between the Chapu and the Kanpu promontories, a 
distance of about fifteen miles. A new sea wall should 
be built from one promontory to the other and a gap 
should be left at the Chapu end, a few hundred feet 
, from the hill as an entrance to the harbor. The sea 
wall should be divided into five sections of three miles 
each. For the present, one section of three miles in 
length and one and a half miles in width should be 
built and a harbor of three or more square miles so 
formed would be sufficient. With the growth of com- 



32 THE INTERNATIONAL 

merce one section after another could be added to meet 
the needs. The front sea wall should be built of stone 
or concrete, while the transverse wall between the sea 
wall and the land side should be built of sand and bush 
mattress as a temporary structure to be removed in 
case of the extension of the harbor. Once a harbor is 
formed there need be no trouble regarding the future 
conservancy work, for there is no silt-carrying water in 
the vicinity by which the harbor and its approaches 
may be silted up afterwards. The entrance of our 
harbor is in the deepest part of the Hangchow Bay, 
and from the entrance to the open sea there is an 
average depth of six to seven fathoms at low water. 
The largest ocean liner could therefore come into port 
at any hour. Thus as a first-class seaport in Central 
China our Projected Port is superior to Shanghai. 
See Map III. 

From the viewpoint of the principle of the line of 
least resistance, our Projected Port will be on new 
land which will offer absolute freedom for city planning 
and industrial development. All public utilities and 
transportation plants can be constructed according to 
the most up-to-date methods. This point alone is an 
important factor for a future city like ours which in 
time is bound to grow as large as New York City. 
If one hundred years ago human foresight could have 
foreseen the present size and population of New York, 
much of the labor and money spent could have been 
saved and blunders due to shortsightedness avoided in 
meeting conditions of the ever growing population and 







Chow Bay 



ChknT&ng Estuary 
U Q. * * 



.■••,-' 



^' Mud Flat 



j / 



f/ 




MAP IV 



DEVELOPMENT OF CHINA 33 

commerce of that city. With this in view a great 
Eastern Port in China should be started on new- 
ground to insure room for growth proportionate to 
its needs. 

Moreover, all the natural advantages which Shang- 
hai possesses as a central mart and Yangtze Port in 
Eastern China are also possessed by our Projected 
Port. Furthermore, our Projected Port in comparison 
with Shanghai is of shorter distance, by rail com- 
munication, to all the large cities south of the Yangtze. 
And if the existing waterway between this part of the 
country and Wuhu were improved then the water com- 
munication with the upper Yangtze would also be 
shorter from our Projected Port than from Shanghai. 
And all the artificial advantages possessed by Shang- 
hai as a large city and a commercial center in this 
part of China can be easily attained by our Projected 
Port within a short time. 

Comparing Shanghai with our Projected Port from 
a remunerative point of view in our development 
scheme, the former is much inferior in position to the 
latter, for valuable lands have to be bought and costly 
plants and existing arrangements have to be scrapped 
the cost of which alone is enough to construct a fine 
harbor on our projected site. Therefore, it is highly 
advisable to construct another first-class port for 
Eastern China like the one I here propose, leaving 
Shanghai to be an inland mart and manufacturing cen- 
ter as Manchester is in relation to Liverpool, Osaka 
to Kobe, and Tokyo to Yokohama. 



34 THE INTERNATIONAL 

Our Projected Port will be a highly remunerative 
proposition for the cost of construction will be many 
times cheaper than Shanghai and the work simpler. 
The land between Chapu and Kanpu and farther on 
will not cost more than fifty to one hundred dollars a 
mow. The State should take up a few hundred square 
miles of land in this neighborhood for the scheme of 
our future city development. Let us say two hundred 
square miles of land at the price of one hundred dollars 
a mow be taken up. As six mows make an acre and 
six hundred and forty acres a square mile, two hundred 
square miles would cost 76,000,000 dollars Mex. An 
enormous sum for a project indeed! But the land 
could be fixed at the present price and the State could 
buy only that part of land which will immediately be 
taken up and used. The other part of the land would 
remain as State land unpaid for and left to the original 
owners' use without the right to sell. Thus the State 
only takes up as much land as it could use in the devel- 
opment scheme at a fixed price which remains per- 
manent. The payment then would be gradual. The 
State could pay for the land from its unearned incre- 
ment afterwards. So that only the first allotment of 
land has to be paid for from the capital fund ; the rest 
will be paid for by its own future value. After the first 
section of the harbor is completed and the port de- 
veloped, the price of land then would be bound to rise 
rapidly, and within ten years the land value within the 
city limits would rise to various grades from a thousand 
to a hundred thousand dollars per mow. Thus the 



DEVELOPMENT OF CHINA 35 

land itself would be a source of profit. Besides there 
would also be the profit from the scheme itself, i.e., the 
harbor and the city. Because of its commanding posi- 
tion, the harbor has every possibility of becoming a 
city equal to New York. It would probably be the only 
deep-water seaport for the Yangtze Valley and beyond, 
an area peopled by two hundred million inhabitants, 
twice the population of the whole United States. The 
rate of growth of such a city would be in proportion 
to the rate of progress of the working out of the de- 
velopment scheme. If war work methods, that is, 
gigantic planning and efficient organization, were ap- 
plied to the construction of the harbor and city, then 
an Oriental New York City would spring up in a very 
short time. 

Shanghai as the Great Eastern Port 

If only to provide a deep-water harbor for the future 
commerce in this part of China is our object then 
there is no question about the choice between Shanghai 
and our Projected Port. From every point of view 
Shanghai is doomed. However, in our scheme of de- 
velopment of China, Shanghai has certain claims for 
our consideration which may prove its salvation as an 
important city. The curse of Shanghai as a world 
port for future commerce is the silt of the Yangtze 
which fills up all its approaches rapidly every year. 
This silt, according to the estimation of Mr. Von 
Heidenstam, Engineer-in-chief of the Whangpoo Con- 



36 THE INTERNATIONAL 

servancy Board, is a hundred million tons a year and is 
sufficient to cover an area of forty square miles ten 
feet deep. So before Shanghai can be considered ever 
likely to become a world port this silt problem must 
first be solved. Fortunately, in our program, we have 
the regulation of the Yangtze Channels and Embank- 
ments, which will cooperate in solving the problem of 
Shanghai. Thus with this scheme in mind we might 
just as well consider that the silt question of Shanghai 
has been solved and let us go ahead, while leaving the 
regulation of the Yangtze Estuary to the next part, to 
deal with the improvement of the Shanghai Harbor. 

There are many plans proposed by experts for im- 
proving the Shanghai Harbor as stated before, and 
some of them will necessitate the scrapping of all the 
work which has been done by the Whangpoo Con- 
servancy Board for the last twelve years, at the cost 
of eleven million taels. Here I wish to present a 
layman's plan for the consideration of specialists and 
the public. 

My project for the construction of a world harbor 
in Shanghai is to leave the existing arrangement intact 
from the mouth of the Whangpoo to the junction of 
Kao Chiao Creek above Gough Island. Thus all the 
work hitherto done by the Whangpoo Conservancy 
Board for the last twelve years will be saved. The 
plan is to cut a new canal from the junction of Kao 
Chiao Creek right into Pootung to prolong that part 
of the channel which has been completed by the Con- 
servancy Work, and to enlarge the curve along the 



DEVELOPMENT OF CHINA 37 

right side of the Whangpoo River and join it again, 
at the second turn above Lunghwa Railway Junction, 
so as to make the river from that point to a point oppo- 
site Yangtzepoo Point almost in a straight line and 
thence a gentle curve toWoosung. This new canal would 
encircle nearly thirty square miles of land which would 
form the civic center and the New Bund of our future 
Shanghai. Of course the present crooked Whangpoo 
right in front of Shanghai would have to be filled up 
to form boulevards and business lots. It goes without 
saying that the reclaimed lots from the Whangpoo 
would become State property and the land between this 
and the new river and beyond should be taken up by 
the State and put at the disposal of the International 
Development Organization. Thus it may be possible 
for Shanghai to compete with our Projected Port 
economically in its construction and therefore to attract 
foreign capital, to the improvement of Shanghai as a 
future world port. See Map IV, 

Below Yangtzepoo Point I propose to build a wet 
dock. This dock should be laid between the left bank 
of the present Whangpoo, from Yangtzepoo Point to 
the turn above Gough Island and the left bank of the 
new river. The space of the dock should be about six 
square miles. A lock entrance is to be constructed at 
the point above Gough Island. The wet dock should 
be forty feet deep and the new river can also be made 
the same depth by flushing with the water, not as pro- 
posed by experts, from a lock canal between the 
Yangtze and the Taihu, at Kiangyin, but from our im- 



38 THE INTERNATIONAL 

proved waterway between this part of the country and 
Wuhu so that a much stronger current could be ob- 
tained. 

As we see that the present Whangpoo has to be re- 
claimed from the second turn above Lunghwa Railway 
Junction to Yangtzepoo Point for city planning, then 
the question of how to dispose of the Soochow Creek 
must be answered. I propose that this stream should 
be led alongside the right bank of the future defunct 
river and straight on to the upper end of the wet dock, 
thence joining the new canal. At the point of contact 
of the Creek and the wet dock a lock entrance may 
be provided in order to facilitate water traffic from 
Soochow as well as the inland water system directly 
with the wet dock. 

As the first principle in our program was remunera- 
tion, all our plans must strictly follow this principle. 
To create Pootung Point, therefore, as a civic center 
and to build a new Bund farther on along the left bank 
of the new canal in order to increase the value of the 
new land which would result from this scheme must 
be kept in mind. Only by so doing would the construc- 
tion of Shanghai as a deep harbor be worth while. And 
only by creating some new and valuable property in this 
fore-doomed port could Shanghai be saved from 
the competition of our Projected Port. After all, the 
most important factor for the salvation of Shanghai 
is the solution of the silt question of the Yangtze 
Estuaries. Now let us see what effect and bearing the 
regulating of the Yangtze Channel and Embankments 



DEVELOPMENT OF CHINA 39 

have upon the question, and this we are going to deal 
with in the next part. 

PART II 
The Regulating of the Yangtze River 

The regulating of the Yangtze River may be divided 
as follows : 

a. From the deep-water line of the sea to Whangpoo 

Junction. 

b. From Whangpoo Junction to Kiangyin. 

c. From Kiangyin to Wuhu. 

d. From Wuhu to Tungliu. 

e. From Tungliu to Wusueh. 

f . From Wusueh to Hankow. 

a. Regulating of the Estuary from Deep-water Line 
Up to the Junction of Whangpoo 

It is a natural law that the obstruction to navigation 
in all rivers is begun at their mouths, therefore the 
improvement of any river for navigation must start 
from the estuary. The Yangtze River is no exception 
to this rule, therefore to regulate the Yangtze, we must 
begin by dealing with its estuaries. 

The Yangtze has three estuaries, namely : The North 
Branch lying between the left bank and the Island of 
Tsungming, the North Channel lying between the 
Tsungming Island and the Tungsha Banks and the 
South Channel lying between the Tungsha Banks and 



40 THE INTERNATIONAL 

the right bank. Henceforth for the sake of conven- 
ience I shall call them the North, Middle, and South 
Channels. 

The silting up of a river's mouth is due to the loss of 
velocity in its current when the water gets into the 
wide opening at its junction with the sea and causes the 
silt to deposit there. The remedy is to maintain the 
velocity of the current by narrowing the mouth of the 
river so that it equals that of the upper part. In this 
way the silt is suspended in the water moving on into 
the deep sea. The narrowing process may be accom- 
plished by walls or training jetties. And thus the silt 
may be carried by the water into the deepest part of the 
open sea and before it settles down upon the bottom 
a returning tide will carry it from the approach into the 
shallow parts on both sides of the river's mouth. The 
mouth of a river can be kept clear from deposit of silt 
by the action and reaction of the ebb and flow tide. 
The conservancy of an estuary of any river is accom- 
plished by utilizing these natural forces. 

In order to regulate the estuary of the Yangtze we 
have to study the three channels which form its mouth 
and to find out which of these channels is to be selected 
as the regulated entrance into the sea. In Mr. Von 
Heidenstam's proposal for the improvement of the ap- 
proach of Shanghai Harbor, he recommends two alter- 
natives, viz., either to block up the North and Middle 
Channels and to leave the South Channel only for the 
mouth of the Yangtze, or to train the South Channel 
only and leave the other two alone. For the present, he 



DEVELOPMENT OF CHINA 41 

thinks, perhaps for the sake of economy, the latter 
scheme would be enough. But the training of the South 
Channel alone as the approach to Shanghai would leave 
it in a state of perpetual anxiety as has been appre- 
hended by Mr. Von Heidenstam and other experts, for 
the main volume of the water of the Yangtze may be 
diverted into either of the other two channels and leave 
the Southern one to be silted up at any time. There- 
fore to make the approach of Shanghai once for all 
safe and permanent, it is necessary to block up two of 
the three channels, leaving only one as an approach to 
the port. This is also the only feasible way of regu- 
lating the estuary of the Yangtze. 

In our scheme of regulating the Yangtze Estuary I 
should recommend using the North Channel only and 
to block the other two. Because the North Channel 
is the shortest way to the deep-sea line and by using it 
as the only mouth of the Yangtze, we have on both 
sides of it more shallow banks to be reclaimed by its 
silt. Thus the expenditure would be less and the re- 
sults greater, But this would leave Shanghai in the 
lurch. Therefore in a cooperative scheme like this I 
would apply the theory of killing two birds with one 
stone by using the Middle Channel, since it would suit 
both of our purposes. The reason for this is because 
the regulating of the Yangtze Estuary and the securing 
of a Shanghai approach have different purposes, hence 
we must consider them differently. 

In my project of regulating the Yangtze Estuary I 
have two aims, namely, to secure a deep channel to the 



42 THE INTERNATIONAL 

open sea and to save as much silt as possible for the 
purpose of reclamation of land. The Middle Channel 
provides three ready receptacles for the deposit of the 
silt for the formation of new land: the Haimen, the 
Tsungming, and the Tungsha Banks. Besides these 
banks there are many hundreds of square miles of shal- 
low bottom which in the course of ten or twenty years 
will also form land. As remuneration is our first prin- 
ciple we must consider it in every step of our progress. 
The reclamation of about a thousand square miles of 
land even in forty not to say twenty years would be 
ample profit. At the lowest estimate the reclaimed land 
would be worth twenty dollars per mow. If after ten 
years five hundred square miles would be ready for cul- 
tivation purposes then we would gain a profit of 
38,000,000 dollars. Whereas to make an approach by 
the South Channel the receptacle ground will be on 
one side only, that is, the Tungsha Banks, while on the 
right of the approach is the deep Hangchow Bay which 
would take hundreds of years to fill up, and in the 
meanwhile half of the silt would be wasted. To Shang- 
hai as a seaport the silt is a curse but to the shallow 
banks the silt would be a blessing. 

Since it is a profitable undertaking to reclaim the 
above mentioned banks and the neighboring shallows, 
we can quite well afford to build a double stone wall 
from the shore end of the Yangtze right out into the 
deep sea far beyond Shaweishan Island which is a 
distance of about forty miles. A stone wall from one 
fathom to five fathoms in height at low-water level 



DEVELOPMENT OF CHINA 43 

would likely not exceed an average cost of two hundred 
thousand dollars a mile as cheap stone can easily be 
obtained from the granite islands nearby, in the Chusan 
Archipelago. A wall of forty miles on each side that 
is eighty miles in all will cost sixteen million dollars 
or thereabouts. And considering that 200 or 300 square 
miles of Haimen, Tsungming, and the Tungsha banks 
could be converted into arable land within a short time, 
the expense of building the wall is well justified. Fur- 
thermore, the construction of this wall means that there 
will be a safe and permanent approach for a world 
port in Shanghai as well as a deep outlet for the Yang- 
tse. See Map V. 

The regulating wall on the right side should be built 
from the junction of the Whangpoo by prolongation 
of its right jetty describing a gentle curve into the 
depths of the South Channel and turning toward the 
opposite side and cutting through the Blockhouse 
Island into the Middle Channel, then running east- 
ward right into the five- fathom line southeast of 
Shaweishan Island. The left wall would be a continu- 
ation from that of Tsungming at Tsungpaosha Island 
parallel with the right wall by a distance of about two 
miles. This wall should curve to a point at or near 
Drinkwater Point at Tsungming Island, then project 
into the five- fathom line at the open sea passing by 
just at the south side of the Shaweishan Island. A 
glance at the map here attached would be sufficient to 
show how the future outlet of the Yangtze as well as 
the future approach of Shanghai should be. The two 



44 THE INTERNATIONAL 

regulating submerged walls on both sides would be as 
high as low-water level so as to give a free passage of 
the water over the top at flood tide. This will serve 
the purpose of carrying back the silt from the sea when 
the tide comes in, thus to reclaim the shallow spaces 
inclosed behind the walls on both sides of the river 
more quickly than otherwise. The new channel formed 
by these two parallel walls would likely be deeper than 
the present South Channel outside the Whangpoo, 
which is forty to fifty feet deep because the velocity of 
the current will be greater than the present one, due to 
the concentration of three channels into one. Further- 
more, the depth would be more uniform and stable than 
at present. Although the regulating walls end at the 
five-fathom line, the momentum of the current would 
continue beyond that point, and so would cut into the 
deep water outside. This would serve the double pur- 
pose of draining the Yangtze Estuary as well as keep- 
ing open the approach to Shanghai. 

b. From Whangpoo Junction to Kiangyin 

This part of the channel of the Yangtze River is most 
irregular and changeable. The widest part is over ten 
miles while the Kiangyin Narrow is only but three- 
quarters of a mile. The depth of the channel at the 
open part is from five to ten fathoms while that of 
Kiangyin Narrow is twenty fathoms. Judging by the 
depth of the water at this point a width of one and a 
half miles must be provided for the channel in order to 



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DEVELOPMENT OF CHINA 45 

slow down the current and to give a uniform velocity 
right along the river. So the two-mile wide channel 
at Whangpoo Junction has to be tabulated into one 
mile and a half at Kiangyin. See Map VI. 

The north or left embankment commencing at 
Tsungpao Sha continues with the sea wall and makes a 
convex curve up to Tsungming Island at a point about 
six miles northwest from Tsungming city. Then it 
follows along the shore of Tsungming right up to Ma- 
son Point and transversing across the north channel 
parallel to the north shore at a distance of three or four 
miles right up to Kinshan Point, thence it cuts across 
the deep channel which was formed in recent years and 
curves southwestward to join the shore northeast of 
Tsingkiang and follows the shore line for a distance of 
about seven or eight miles, then cuts into the land side 
to give this part of the river a width of one and a half 
miles from the fort at the Kiangyin side. This em- 
bankment from Tsungpao Sha to Tsingkiang Point 
opposite Kiangyin fort is about one hundred miles in 
length. 

South of Tsungming Island a part of this embank- 
ment and a part of the wall that projects into the sea 
together inclose a shallow space of about 160 square 
miles good for reclamation purposes. The other part 
of the embankment, which runs from Mason Point at 
the head of Tsungming Island to Tsingkiang shore, 
incloses another space of about 130 square miles. 

The right embankment starts at the end of the left 
jetty of Whangpoo Junction and, skirting along the 



46 THE INTERNATIONAL 

Paoshan shore and passing the Blonde Shoal into the 
deep, crosses the Confucius Channel on into Actaon 
Shoal and follows the right side of Harvey Channel on 
to Plover Point. Then it turns northwest across the 
deep channel into Langshan Flats, thence recrosses the 
deep channel at Langshan crossing into Johnson Flats, 
then joins the Pitman King Island, and thence skirts 
along the shore right into the foot of the hills at Kiang- 
yin forts. This embankment incloses two shallow 
spaces : one above and the other below Plover Point, 
together about 160 square miles. Alongside of both 
of these embankments there are shallow spaces amount- 
ing to about 450 square miles, a great part of which 
having already formed land and a part already appear- 
ing in low water. When these spaces are cut off from 
the moving current the process of reclamation would 
be made to work more rapidly so it is not extravagant 
to hope that within the course of twenty years the 
whole of these 450 square miles would be completely 
reclaimed and ready for cultivation. The profits from 
the new lands thus reclaimed would amount to about 
$29,760,000 if only taken at $20 per mow. The profits 
from the new lands would be netted from the beginning 
of the work and would increase every year up to the 
completion of the reclamation process. 

With a profit of $30,000,000 in the course of twenty 
years before us, it is a worth-while proposition to take 
up. Now let us see what amount of capital should be 
invested before the whole project of our reclamation 
work could be completed. In order to reclaim this 450 



DEVELOPMENT OP CHINA 47 

square miles of land two hundred miles of embank- 
ments have to be built. Part of these projected em- 
bankments will be along the shore line, a greater part 
will be in midstream, and a small part in deep channel. 
Those along the shore line need not be bothered with 
except that the concave surface must be protected with 
stone or concrete work. Those in midstream should 
be filled up with stone ten feet or less below low-water 
level just enough to give a resistance to the under- 
current in order to prevent it from running sideward. 
Thus the main current would follow the line of least 
resistance and cut the channel, as directed by the rudi- 
mental embankment, by its own force. This rudimental 
embankment would cost less than the sea wall which 
I estimated at $200,000 per mile. Except at one 
point, that is, the junction of the North Channel 
at Mason Point, which has to be blocked up entirely, 
the cost for which, as has been estimated by experts, 
would amount to over a million dollars for a distance 
of two or three miles. Thus the profits accruing from 
the reclaimed lands would be quite sufficient to pay for 
the embankments. So far we see that the regulating 
of the Yangtze from the sea to Kiangyin is a selfpay- 
ing proposition from the reclamation of land alone, 
aside from the improvement of the navigation of the 
Yangtze River. 

c. From Kiangyin to Wuhu 

This part of the river is quite different in nature 
from that below Kiangyin. Its channel is more stable 



4 8 



THE INTERNATIONAL 



and only in a few places sharp curves occur and the 
water has cut into the concave sides of the land, thus 
occasionally making new channels along the sides of 
the two shores. This section of the river is about 180 
miles in length. See Map VII. 

The regulating works here would be more compli- 
cated than those below Kiangyin. For besides the 
dilated parts which have to be reclaimed in the same 
manner as those of the lower part of the river, the 
sharp curves have to be straightened and side channels 
have to be blocked, and midstream islands have to be 
removed, and narrows have to be widened to give uni- 
form width to the river. However, most of the exist- 
ing embankments in this part could be left as they are 
except some of the concave surfaces of the shores 
have to be protected by either stone or concrete work. 
The regulating works of the channel and the embank- 
ments can be done by artificial means as well as by 
natural processes so as to economize as much as pos- 
sible. The cost of the whole works of this part of the 
river cannot be accurately estimated until a detail sur- 
vey is made; but in a rough guess $400,000 per mile 
may not be very far from the mark. Thus 180 miles 
will cost $72,000,000 exclusive of the expenses for the 
widening of the point between Nanking and Pukow, 
in which case valuable properties will have to be re- 
moved. 

The Kwachow cut is to straighten the three sharp 
curves in front of and above Chinkiang by converting 
them into one. Two and a half miles of the land in 





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DEVELOPMENT OF CHINA 49 

the northern shore opposite Chinkiang will have to be 
cut into in order to form a new channel of a mile or 
mare in width. The part of the river in front of, and 
above and below Chinkiang has to be reclaimed. The 
new land thus reclaimed would form the water front 
of Chinkiang city, the value of which may be sufficient 
to defray the cost of the work and compensate for the 
land taken away on the northern shore, to form the 
new channel. So the works of this part will be at 
least a self -paying proposition. 

The narrow between Pukow and Hsiakwan from 
pier to pier is barely six cables wide. The depth of 
the water in this narrow from the shallowest to the 
deepest is six to twenty-two fathoms. The land of 
the Hsiakwan side had occasionally sunk away on ac- 
count of the too rapid current and the depth of the 
water. This indicates that this part is too narrow for 
the volume of the Yangtze water to pass. Therefore 
a wider passage must be provided for. In order to do 
so, the whole town of Hsiakwan must be sacrificed as 
the river must be widened right up to the foot of the 
Lion Hill, so as to provide a passage of a mile wide at 
this point. What the cost for the compensation of this 
valuable property of Hsiakwan will be will have to be 
submitted to the experts for a careful investigation be- 
fore it can be determined. This will be the most costly 
part of the whole project for the regulating of the 
Yangtze. But undoubtedly some equally valuable 
property can be created along the riverside near by in 



50 THE INTERNATIONAL 

place of Hsiakwan, so that a balance may be realized 
by the work itself. 

The channel below the Nanking Pukow Narrow will 
follow the short passage alongside of the foot of the 
Mofushan to Wulungshan. The loop around the 
island north of Nanking will have to be blocked up in 
order to straighten the course of the river. 

The section of the river from Nanking to Wuhu is 
almost in a straight line with three dilatations along its 
course one just above Nanking the other two just 
above and below the East and West pillars. To 
regulate the first dilatation the channel above 
Me-tse-chow should be blocked up and the island 
outside of it should be partly cut to widen the 
proper channel. To regulate the other two dilatations 
the river should be made to curve toward Taiping Fu 
to follow the deep channel on the right bank. The 
left channel should be blocked up. The islands along 
this curve should be partly or wholly removed. To 
regulate the dilatation above the Pillars, the Friends 
Channel should be blocked up and Friends Island be 
partly cut away. And the left bank below Wuhu 
should also be cut to give the channel a uniform width. 

d. From Wuhu to Tungliu 

This part of the river is about 130 miles in length. 
Along its course there are six dilatations, the most 
prominent of which is the one that lies immediately 
below Tungling, which extends over ten miles from 



DEVELOPMENT OF CHINA 51 

side to side. In each of these dilatations there are 
usually two or three channels with newly formed islands 
between them. The deep passage often changes from 
one side to the other, and it is not uncommon that all 
of the channels are filled up at the same time, thus 
stopping navigation altogether for a considerable 
period. See Map VIII. 

In regulating the part of the river from ten miles 
above Wuhu to ten miles below Tatung, I propose to 
cut a new channel through the midstream islands 
formed by the three dilatations and the sharp corners 
of the shore, in order to straighten as well as to shorten 
the river, as marked by the dotted lines in the map 
attached here. The cost of the cut could not be esti- 
mated until a detail survey is made. But as soon as the 
embankments are laid out the natural force of the 
river's own current will do a great part of the dredg- 
ing work, so that the expenses of the cutting for the 
new channel will be much less than usual. Above 
Tatung there are two sharp turns of the left shore 
to be cut. One is on the left shore at the point where 
the beacon now stands about twelve miles from Tatung. 
In this place a few miles of the left shore will have to 
be cut away. The other cut is just below the city of 
Anking hence to Kianglung beacon, a distance of about 
six miles. By this cut we do away with the sharp turns 
of the river at Chuan Kiang Kau. These cuttings 
would cost much more than the piling of stone at the 
lower reach of the river. It is quite certain that the 
reclamation of the side channels of this part will not 



52 THE INTERNATIONAL 

cover the cost of the cuttings. Therefore this part 
of the regulating work will not be self -paying, but the 
navigation of the Yangtze, the protection it gives to 
both sides of the land, and the prevention of floods in 
the future will amply compensate for such work. 

e. From Tungliu to Wusueh 

This part of the river is about eighty miles in length. 
The land along the right bank is generally hilly while 
that along the left is low. Along its course there are 
four dilatations. In three of these dilatations the cur- 
rent has cut into the left or northern bank of the river 
and then turns back into its main course again almost 
at right angles. At such points the bank is very un- 
stable. Between the channels of these dilatations 
islands are being formed. See Map IX. 

The regulating works of this part are much easier to 
construct than those of the lower part. The three 
diverting semicircular channels have to be blocked up 
at the upper ends, and the lower openings left open for 
silt to go into at flood seasons in order to reclaim them 
by the natural process. The other dilatations should 
be narrowed in from both sides by jetties. A few 
places will have to be cut, the most important being 
the Pigeon Island and the turn above Siau Ku Shan. 
Some of the midstream islands will have to be removed, 
and a few wide places filled up in order to make the 
channel uniform, so as to give a regular minimum 
depth of six fathoms right along the whole course. 



DEVELOPMENT OF CHINA 53 

f. From Wusueh to Hankow 

This part of the river is about one hundred miles 
long. Above Wusueh we enter into the hilly country 
on both sides. The river here is generally about half 
a mile wide, with a depth of from five to twelve fath- 
oms or sometimes more in certain places. See Map X. 

To regulate this part of the river a few wide spaces 
have to be reclaimed to give a uniform channel, and 
the side channels at three or four places closed up. 
Then we can make a channel with a uniform depth of 
from six to eight fathoms at all seasons. At Collison 
Island section of the river the Ayres Channel has to 
be closed up, leaving the winter channel alone so as to 
give a gentle curve above and below this island. At 
Willes Island and Gravenor Island point the Round 
Channel and the channel between these two islands 
must be blocked up. The river must be made to cut 
through Willes Island to make a shorter curve. At 
Bouncer Island the South channel must be blocked up 
and above this the Low Point turn must be cut away 
to form a gentler curve. From this point to Hankow 
the river should be made narrower first by reclaiming 
the right side as far as the meeting of the southwest 
curve with the right bank then the reclamation should 
start at the opposite side of the left bank and right up 
along the front of Hankow Settlement until the Han 
River Mouth is reached. Thus a depth of six to eight 
fathoms can be secured right up to the Bund of Han- 
kow. 



54 THE INTERNATIONAL 

To sum up, the whole length of the regulating course 
of the river from the deep sea to Hankow is about 
630 miles. The embankments will be twice this length ; 
that is, 1,260 miles. I have estimated that the sea wall 
at the mouth of the river could be built at $200,000 
a mile, thus for both sides $400,000 a mile will 
be sufficient or the 140 miles from the deep sea to 
Kiangyin. For, in this part we have only the two em- 
bankments to deal with, which merely requires the 
tumbling of stones into the water until the pile is strong 
enough to hold the current to a directed course. As 
soon as these stone ridges on both sides of the river 
are formed, nature will do the rest to make the channel 
deep. The work for this part, therefore, is simple. 

But the work for certain sections of the upper part 
of the river is more complicated as about fifty or sixty 
miles of solid land of from ten to twenty feet above 
water level and thirty to forty feet below have to be 
cut in order to straighten the river's course. Of this 
cutting and removing work, how much will have to be 
done artificially and how much can be done by nature, 
I leave to the experts to estimate. Excepting this, the 
other parts of this work, I think, cannot cost much 
more than $400,000 a mile. So that the whole 
work from the sea to Hankow, a distance of 630 miles 
will cost about $252,000,000, or let us say, in- 
cluding the unknown part, $300,000,000 for the com- 
pletion of the entire project for the regulating of the 
Yangtze River. By this regulating of the Yangtze 
River, we secure an approach of 600 miles inland for 



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DEVELOPMENT OF CHINA 55 

ocean-going vessels into the very center of a continent 
of two hundred millions of people of which half or 
one hundred million is located immediately along 600 
miles of the great water highway. As regards remun- 
eration for the work, this project will be more profitable 
than either the Suez or Panama Canal. 

Although we could not find means whereby the 
works above Kiangyin may be made self -paying as 
those of the sections below by the reclamation of land, 
profit from city building along the course of the 
river can be realized after the regulating work is 
completed. 

In conclusion, I must say that the figures given con- 
cerning the harbor works and the Yangtze regulation 
are merely rough estimates which must be in the nature 
of the case. As regards the costs of building the rudi- 
mental dikes at the estuary of the Yangtze as well as 
along the dilating parts of the river, the estimation may 
seem too low. But the data on which I base my esti- 
mate are as follows: First, my own observation of 
the private enterprise of reclamation by building dikes 
at the Canton delta around my native village; second, 
the cheap stone that can be obtained at the Chusan 
Archipelago; third, the estimation of Mr. Tyler, Coast 
Inspector of the Maritime Customs for the blocking 
up of the North Channel at the upper end of Tsung- 
ming Island, where the narrowest part is about three 
miles. He says that a million taels or more is necessary 
for the work. Or, let us say, in round figures, five 
hundred thousand dollars (Mex.) a mile. This is two 



56 THE INTERNATIONAL 

and a half times my estimate. Now, let us compare 
the difference. The three-mile channel at the upper 
end of Tsungming has an average depth of twenty 
feet of water, while in my project the sea wall or dikes 
will be built in water having an average of less than 
two thirds of this depth. Moreover , the work of 
blocking up the North Channel entirely at a right angle 
is many times more costly than that of building a rudi- 
mental dike of the same length in a parallel line with 
the current. Since five hundred thousand dollars are 
enough to block up cross- wise a mile of river twenty 
feet deep, two fifths of that sum should be quite suffi- 
cient to finance the work that I have projected. While 
writing this, I came across an article in the Chicago 
Railway Review, May 17, 191 9, dealing with the same 
subject, which states that steel skeleton is a better and 
cheaper substitute for stone or other materials for 
building dikes and jetties in a muddy river like ours. 
Thus, by this new method, we may be able to construct 
embankments, with cheaper material than I have 
hitherto known. So, although the estimate which I 
have made may be somewhat low, yet it is not so far 
from correct as it seems at first sight. 

PART III 
The Construction of River Ports 

The construction of river ports along the Yangtze 
between Hankow and the sea will be one of the most 
remunerative propositions in our development scheme. 



DEVELOPMENT OF CHINA 57 

For this part of the Yangtse Valley is richest in agri- 
cultural and mineral products in China and is very 
densely populated. With the cheap water transportation 
provided by the completion of the regulating work both 
sides of this water highway will surely become indus- 
trial beehives. And with cheap labor near by, it will 
not be a surprise if in the near future both banks will 
become two continuous cities, as it were, right along 
the whole extent of the river from Hankow to the sea. 
In the meantime a few suitable spots should be chosen 
for profitable city development. For this purpose I 
will start from the lower part of the river as follows : 

a. Chinkiang and North Side. 

b. Nanking and Pukow. 

c. Wuhu. 

id. Anking and South Side. 

e. Poyang Port. 

f. Wuhan. 

a. Chinkiang and North Side 

Chinkiang is situated at the junction of the Grand 
Canal and the Yangtze. It was an important center 
of inland water traffic between the north and the south 
before the steam age. But it will resume its former 
grandeur and become more important when the old 
inland waterway is improved, and new ones are con- 
structed. For it is the gateway between the Hoangho 
and Yangtze vallyes. Besides, by the southern portion 



58 THE INTERNATIONAL 

of the Grand Canal, Chinkiang is connected with the 
Tsientang valley — the richest part of China. Thus, 
this city is bound to grow into a great commercial 
center in the near future. 

In our regulation work of the Yangtze, we shall 
add a piece of new land, over six square miles, in front 
of Chinkiang. This land on the south side of the 
river will be utilized for city-planning for our new 
Chinkiang. On the north side, land should also be 
taken up by the state to build another city. The north 
side will be bound to outgrow that of the south for 
the whole of Hoangho Valley could only emerge into 
the Yangtze by waterway through this point. Docks 
should be built between here and Yangchow for accom- 
modation of inland vessels, and modern facilities 
should be provided for transhipment between inland 
vessels and ocean-going steamers. This port should be 
made as a distributing center as well as a collecting 
center for the salt of the eastern coast. This, with the 
help of modern methods, will reduce transportation 
expenses. Stone or concrete bunds or quays should be 
built on both sides of the river and tidal jetties should 
be provided for train ferries. In time, when commerce 
grows, tunnels or bridges may be added to facilitate 
traffic of the two sides. The streets should be wide 
so as to meet modern demands. The water front and 
its neighborhood should be planned for industrial 
and commercial uses and the land beyond should be 
planned for residential purpose. Every modern pub- 
lic utility should be provided. In regard to the details 



DEVELOPMENT OF CHINA 59 

of planning the city, I must leave them to the ex- 
pert. 

b. Nanking and Pukow 

Nanking was the old capital of China before Peking, 
and is situated in a fine locality which comprises high 
mountains, deep water and a vast level plain — a rare 
site to be found in any part of the world. It also lies 
at the center of a very rich country on both sides of the 
lower Yangtze. At present, although ruined and 
desolate, it still has a population of over a quarter of a 
million. Once it was the home of many industries 
especially silk and now the finest satin and velvet are 
still produced here. Nanking has yet a greater future 
before her when the resources of the lower Yangtze 
Valley are properly developed. 

In the regulation of the Yangtze I propose to cut 
away the town of Hsiakwan, so that the wharf of 
Nanking could be removed into the deep channel be- 
tween Metsechow and the outskirt of Nanking. This 
channel should be blocked up, thereby a wet dock could 
be formed to accommodate all ocean-going vessels. 
This point is much nearer the inhabited parts of the 
city than Hsiakwan. And the land between this pro- 
jected wet dock and the city could form a new com- 
mercial and industrial quarter which would be many 
times larger than Hsiakwan. Metsechow in time, when 
commerce grows, may also be developed into city lots 
and business quarters. For the future development of 
Nanking the land within and without the city should 



60 THE INTERNATIONAL 

be taken up at the present price under the same prin- 
ciple which I have proposed for the Projected Port 
at Chapu. 

Pukow, opposite Nanking, on the other side of the 
river, will be the great terminus of all the railways of 
the great northern plain to the Yangtze. It will be the 
nearest river port for the rich coal and iron fields of 
Shansi and Honan, giving access to the lower Yangtze 
district and hence to the sea. As the great transconti- 
nental trunk line to the sea whether terminating at 
Shanghai or at our Projected Port, would pass through 
this point, the construction of a tunnel under the 
Yangtze to connect Nanking and Pukow by rail at 
the same time when the cities are being con- 
structed, will not be at all premature. This will 
at once make possible a through train journey from 
Shanghai to Peking. 

Concrete or stone embankment should be built along 
the shore above and below the present Pukow point 
many miles in each direction. Modern streets should 
be laid out on the land within the embankment so as 
to be ready for various building purposes. The land 
on the north side of the river should be taken up by 
the state for public uses of this international develop- 
ment scheme on the same basis as at our Projected 
Ports. 

c. Wuhu 

Wuhu is a town of 120,000 inhabitants and is the 
center of the rice trade in the lower part of the Yangtze. 



DEVELOPMENT OF CHINA 61 

It is at this point that I propose to make an intake of 
the water which will go to flush the Whangpoo River 
at Shanghai, and which will form the upper end of a 
canal to the sea at Chapu. In the regulating work of 
the Yangtze the concave part above the junction of the 
Yangki Ho has to be filled up and the convex part of 
the opposite side has to be cut away. The junction of 
the projected canal and the river will be at about a mile 
or so below the Lukiang junction. The projected canal 
will run northeast to a point between the southeast 
corner of Wuhu city and the foot of the hill. There 
it joins the Yangki Ho and, following the course as 
far as Paichiatien, branches off in the northeastern 
direction. This gives Wuhu a southeast waterfront 
along the left side of the canal. New bunds should be 
built along both sides of the canal as well as alongside 
the Yangtze and at the junction of the canal docks for 
inland vessels should be constructed with modern plants 
for transhipment of goods. Wide streets should be 
laid out from the Bund of the Yangtze far into the 
inland following the direction of the canal. The bund 
alongside the Yangtze should be reserved for com- 
mercial purposes and those alongside the canal for fac- 
tories. Wuhu is in the midst of a rich iron and coal 
field, so it will surely become an industrial center when 
this iron and coal field is properly developed. Cheap 
materials, cheap labor, and cheap foodstuffs are abun- 
dant at the spot waiting for modern science and 
machinery to turn them into greater wealth for the 
benefit of mankind. 



62 THE INTERNATIONAL 

d. Anking and South Side 

Anking, the capital of Anhwei, was once a very im- 
portant city but since its destruction by the Taiping war 
it has never recovered its former greatness. Its present 
population is about 40,000 only. Its immediate neigh- 
borhood is very rich in mineral and agricultural pro- 
ducts. The great tea district of Liu-an and the rich 
mineral district in the southeastern corner of Honan 
province will have to make Anking their shipping port 
when railways are developed. In the Yangtze Con- 
servancy work, the concave turn of the river in front 
and west of the city has to be filled up. This reclaimed 
land should be for the extension of a new city, where 
modern transportation plants should be built. 

Eagle Point, on the south side opposite Anking 
should be cut away to make the river curve more gently 
and to give the channel a uniform width. A new city 
should be laid out at this point, for from here we com- 
mand the vast tea districts of southern Anhwei and 
western Chekiang. The rich inland city of Hweichow, 
with the highly productive country around it, will have 
to make this port its shipping station. As Wuhu is the 
center of the rice trade these twin cities of Anking will 
be the centers of the tea trade. Like Wuhu, these twin 
cities are also situated in the midst of rich iron and 
coal fields which will assist them to become important 
industrial centers in the near future. So to build twin 
cities at this point of the river will be a very profitable 
Undertaking. 



DEVELOPMENT OF CHINA 63 

e. The Poyang Port 

I propose to construct a port at a point between the 
Poyang Lake and the Yangtze River. This will be the 
sole port of the Kiangsi province. Every city of this 
province is connected by natural waterways which, if 
improved, will become a splendid water transportation 
system. The province of Kiangsi has a population of 
30,000,000 and is extremely rich in mineral resources. 
A modern port acting as a commercial and industrial 
center for the development of this resourceful prov- 
ince would be a most remunerative proposition in our 
project. 

The site of the port will be on the west side of the 
entrance to the Poyang Lake and the right bank of the 
Yangtze. It will be an entirely new city built on new 
ground, part of which will be reclaimed from the shal- 
low side of the lake. In the regulating work of the 
Poyang Channel, a training wall should be built from 
the foot of the Taku Tang Hill to Swain Point opposite 
to Stone Bell Hill of Hukow. A closed dock should be 
constructed within this training wall for the accom- 
modation of inland water vessels. The city should be 
laid out on the triangular space formed by the right 
bank of the Yangtze, the left side of the Poyang Lake 
and the foot hill of the Lushan Mountain. This triangle 
is about 10 miles on each side, excellent for city de- 
velopment. The porcelain industry should be estab- 
lished here instead of at Kingteh Chen, for great 
damages often occur owing to the lack of transporta- 



64 THE INTERNATIONAL 

tion facilities, and to the necessity of transhipment for 
the export of the finished articles from the latter place. 
Modern plants on a large scale should be adopted for 
the manufacturing of cheap wares as well as fine arti- 
cles in our projected Poyang Port, for here we shall 
have the greater advantage of collecting raw materials 
than at Kingteh Chen. Thus the concentrating of the 
various manufactures in an advantageous center will 
result in quickening the growth of our new city. This 
Poyang Port is bound to grow into one of the great 
commercial and manufacturing centers in China, judg- 
ing from the possibilities of Kiangsi alone. It will not 
only be a great shipping port of the Yangtze but will 
also be a railway center between North and South 
China. Thus to develop this port on a large scale is 
quite justifiable from an economic point of view. 

f. Wuhan 

Wuhan signifies the three cities of Wuchang, Han- 
kow, and Hanyang. This point is the headwater of 
our projected ocean passage, the pivot of the railway 
system of China Proper, and will become the most 
important commercial metropolis in the country. The 
population of these three cities is over a million and 
could be easily doubled or trebled if improvements 
would be made. At present, Hanyang possesses the 
largest iron works in China, and Hankow, many 
modern industries, while Wuchang is becoming a great 
cotton manufacturing city. Besides, Hankow is the 



DEVELOPMENT OF CHINA 65 

trade center of Central and West China, and the 
greatest tea market we have. The provinces of Hupeh, 
Hunan, Szechuen, and Kweichow and a part of Honan, 
Shensi, and Kansu all depend upon Hankow as their 
only port in the outside world. When railways are de- 
veloped in China, Wuhan will be still more important 
and will surely become one of the greatest cities in the 
world. So in planning the future city of Wuhan we 
must adopt for its development a scale as large as that 
of New York or London. 

In the regulation of the Yangtze embankments, we 
have to reclaim the front of Hankow from the jetty of 
Lungwangmiao at the junction of the Han River right 
along the left bank to the point where the Yangtze 
turns eastward. This reclaimed space will be at an 
average of about 500 to 600 yards wide. This will 
narrow down the river at this part to give a uniform 
channel of 5 to 6 cables in width and to give the Han- 
kow settlement a strip of valuable land along its water- 
front. This will also help to pay a part of the expenses 
for city construction. The sharp bend of the Han River 
just before it joins the Yangtze should be straightened 
so as to make a gentler curve around Lungwangmiao 
Point and thus enable the currents of both rivers to 
flow in the same direction at their junction. The Han- 
yang embankment will follow pretty closely the present 
shore line but not beyond the iron works jetty. The 
wide space of the river above Wuchang city should be 
walled in to make a closed dock for inland water as well 
as ocean going vessels. Below Wuchang, an embank- 



66 THE INTERNATIONAL 

ment parallel to that of the left side should be built so 
as to make the future city extend far below the present 
one. A tunnel should be constructed to connect both 
embankments at a point where the Kinghan railway 
makes its first turn when it comes to the Yangtse River. 
And another tunnel or bridge should be constructed 
between Hankow and Hanyang on one side and 
Wuchang on the other at the junction of the Han River 
and the Yangtze. Additional tunnels or bridges may 
be constructed at different points when the city grows 
larger in the future. All the outlying land of these 
trio-cities should be taken up on the same basis as at 
our projected seaports, so that private monopoly and 
speculation in land may be prevented, and that the 
unearned increment will go to the State to help the 
payment of capital and interest on the foreign loans 
which are to be made in this international development 
scheme. 

PART IV 

The Improvement of the Existing Waterways 
and Canals 

The existing waterways and canals in connection 
with the Yangtze may be enumerated as follows : 

a. The Grand Canal. 

b. The Hweiho. 

c. The Kiangnan Waterway System. 

d. The Poyang Waterway System. 



DEVELOPMENT OF CHINA 67 

e. The Han River. 

f . The Tungting System. 

g. The Upper Yangtze. 

a. The Grand Canal 

The Grand Canal connects with the Yangtze at a 
point opposite Chinkiang and runs northward right up 
to Tientsin, a distance of over 600 miles. We under- 
stand that a detailed survey of the Kiangpeh part of the 
canal has begun and the work of improving it will com- 
mence soon. In our project, I propose to substitute the 
Kiangpeh portion of the Grand Canal by the Yangtze 
outlet of the Hweiho. 

b. The Hweiho 

The Hweiho rises in the northwest corner of Honan 
and runs southeast and east to the north of Anhwei and 
Kiangsu. Its outlets have been sealed up in recent 
years so its water has accumulated in the Hungtse 
Lake and it depends upon evaporation as its only means 
of disposing the water. Thus in the heavy rainy sea- 
son, it floods a vast extent of the country surrounding 
the lake and causes great misery to millions of people. 
So the conservancy of the Hweiho is a very urgent 
question of China to-day. Recently many investiga- 
tions have been made and many plans proposed. Mr. 
Jameson, chief engineer for the American Red Cross 
Society, has proposed two outlets for the Hweiho: 



68 THE INTERNATIONAL 

one following the old course of the Yellow River to 
the sea and another through Paoying and Kao-yu 
Lakes to the Yangtze. In this project I propose to 
follow Mr. Jameson's plan for the sea outlet only as far 
as the old Yellow River and for the Yangtze outlet only 
as far as Yangchow. When the sea outlet or north 
branch reaches the old Yellow River I will lead it across 
into the Yenho and follow the Yenho to its northern 
turn. From there, we cut across the narrow strip of 
land into the Kuanho which enters the sea at the nearest 
deep water line. This saves a great deal of work of 
excavating the old course of the Hoangho. When the 
southern branch reaches Yangchow, I propose to make 
the canal pass east of that city instead of west as Mr. 
Jameson proposed, so that its current will join the 
Yangtze in the same direction at the new curve below 
Chinkiang city. 

Both of these outlets or branches of the Hweiho 
should be made at least twenty feet deep right along, 
so that coastal vessels from the north to the Yangtze 
could use them as passage instead of going round the 
Yangtze estuary, thus shortening the distance by about 
300 miles. And with twenty feet depth for both out- 
lets, the Hweiho and the Hungtse Lake would be well 
drained and the present bottom of the lake, which is 
sixteen feet above sea level would be converted into 
agricultural land at once. Thus 6,000,000 mow of 
land could be reclaimed according to the estimate of 
Mr. Jameson, from the Hungtse and the neighboring 
lakes. If twenty dollars a mow be taken for its value, 



DEVELOPMENT OP CHINA 69 

a sum of $120,000,000 could be netted. Besides this 
direct profit to the Government, there is an area of 
some 17,000 square miles of occasionally flooded land 
which would be made flood-proof so that normally we 
shall have two crops a year instead of two only in five 
years. That is to say, the 17,000 square miles or 
10,880,000 acres will be made to produce five times 
more than at present. For instance, if the value of the 
gross production be estimated at fifty dollars an acre, 
then the total value would be $544,000,000 Mex. and 
five times this sum would amount to $2,720,000,000 
Mex. What an enormous profit to the country! 

c. The Kiangnan Waterway System 

This system comprises the South Grand Canal, the 
Whangpoo, the Taihu, and its connections. The most 
important improvement I intend to make here is to 
widen and deepen the Wuhu-Ihsing Waterway be- 
tween the Yangtze and the Taihu, and from there to 
dredge a deep channel right through the Taihu to a 
point midway of the Grand Canal between Suchow and 
Kashing. At Kashing, divide it into two branches : — 
one following the Kashing Sunkiang Canal to Whang- 
poo, and the other, to the Projected Port at Chapu. 
This waterway between the Yangtze and the Whang- 
poo, before it reaches Shanghai, should be made as 
wide and deep as possible so as to make it carry suffi- 
cient water to flush the Shanghai harbor as well as to 
provide a shorter passage for inland water vessels be- 



70 THE INTERNATIONAL 

tween the Yangtze and the seaports. This waterway 
will act as silt carrier by which the Taihu and the 
various lakes alongside of it may be reclaimed in the 
future. Besides the main object for which this canal 
is assigned, the reclamation scheme and the local traffic 
would also add profit to it. This makes its remunera- 
tion doubly sure. As no accurate surveys of the 
shallow Taihu and other lakes and swamps could be 
obtained, the exact number of mow to be reclaimed 
could not be given here. But in a rough estimate I 
should say that the reclaimed space of the Kiangnan 
Lakes would be about the same in extent as those of 
Kiangpeh (the North of the Yangtze). 

d. The Poyang Waterway System 

This system drains the entire area of Kiangzi prov- 
ince. Every hsien, city, and important town is reached 
by waterway. Waterways are the only means of com- 
munication in this province as well as in all the 
provinces of Southeastern China, before the advent of 
railways. The lower part of the Kiangsi waterway 
system suffers the same irregularities as those of the 
lower Yangtze as both are on low land. So, to regulate 
it, a similar work as that for the Yangtze should be 
applied. The Poyang Lake should be divided by deep 
channels from the junction of each river, and these 
should join together to form larger channels and finally 
unite into one main channel at a point near Chuki and, 
running through the narrow part of the lake, join the 



DEVELOPMENT OF CHINA 71 

Yangtze at Hukow. The sides of the deep channels 
should be lined with submerged stone ridges as high as 
the shallow part of the lake, whereby the channels 
would serve the purpose of draining as well as of 
navigation. 

The shallow space beside those channels will be re- 
claimed into arable land in due time. So the work of 
regulating the Poyang channels will be well paid by 
reclamation. 

e. The Han River 

This river is navigable for small crafts through its 
main body up to Hanchung in the southwest corner of 
Shensi; and through its branches up to Nanyang and 
Shekichen in the southwest corner of Honan. This 
navigable stream commands quite a large area of 
watershed. The upper part, that is above Siangyang, 
is in mountainous country. From Siangyang to Sha- 
yang it is in a wide, open valley and below Shayang it 
runs into the Hupeh swamp. 

To improve this river dams should be built above 
Siangyang in order to utilize water power as well as to 
make locks for larger crafts to ascend to the navigable 
point now navigable only for small crafts. Below 
Siangyang, where the river is very wide and shallow, 
rudimental dikes should be constructed of stones or 
piles in order to restrict its channel and to reclaim the 
shallow space on both sides by natural process. In the 
swamp, the river should be straightened and deepened. 
A new canal between the Han and the Yangtze at 



72 THE INTERNATIONAL 

Shasi should be constructed to provide a shorter pas- 
sage between Hankow and Shasi and beyond. This 
canal in the swamp should be open to the lakes along 
its course so as to let the silt-carrying water enter into 
them in the flood season, thus filling them up quicker. 

f. The Tungting System 

This system of waterway drains the whole province 
of Hunan and beyond. The most important branches 
are the Siangkiang and the Yuankiang. The former 
runs through Hunan into the northeast corner of 
Kwangsi province and connects with the Sikiang 
system by a canal near Kweilin. The latter runs across 
the west border of Hunan into the eastern part of 
Kweichow province. Both could be improved for the 
navigation of large crafts. The canal between the 
Yangtze and the Sikiang watersheds should be recon- 
structed and modern locks should be provided in it as 
well as along the two waterways. Thus, vessels of ten 
feet draught may freely pass between the Yangtze and 
the Sikiang. The Tungting Lake should be drained by 
deep channels in the same manner as the Poyang Lake, 
and its shallow space reclaimed by natural process. 

g. The Upper Yangtze 

I include the part from Hankow to Ichang also in the 
Upper Yangtze, because it is at Hankow that the ocean 
navigation ends, and the inland water communication 



DEVELOPMENT OF CHINA 73 

begins. So, in dealing with the improvement of the 
Upper Yangtze, I will begin at Hankow. At present 
the Upper Yangtze is navigable for shallow draught 
steamers up to Kiating, a point about 1,100 miles above 
Hankow by river. If improvement be made farther on, 
than shallow draught steamers could navigate right 
up to Chengtu, the capital of Szechuen province, and 
the center of the richest plain in West China, about 
sixty miles up the Min River. 

To improve the Upper Yangtze from Hankow to 
Yochow, the work is much similar to that of the lower 
part. The channel should be regulated by rudimental 
dikes. The concave embankments in sharp bends 
should be protected by stone or concrete; obstacles in 
midstream should be removed. The great loop, called 
the Farmer Bend, above Kinkow, should be cut through 
at the neck of Paichow, and the sharp point of Hanchin 
Kwang should be cut away to make the curve of the 
river more gentle. 

The tortuous part of the Yangtze, north of the Tung- 
ting Lake, between Kinho Kow and Skipper Point, 
should be blocked up altogether and a new channel 
made through Tungting Lake, returning to the Yangtze 
by the Yochow Channel. This avoids the crooked 
passage and shortens the river course considerably. 
From Skipper Point to Ichang the dilatations should be 
restricted by dikes of stone or piling, and some sharp 
points of the shores should be cut away to make the 
curves more gentle. 

The Yangtze River above Ichang enters the Gorges 



74 THE INTERNATIONAL 

which run about a hundred miles up to the Szechuen 
depression, known as the Red Basin. This part of the 
river from Ichang right along to its source is confined 
by rocky banks, very narrow and deep, having an aver- 
age depth of six fathoms and at some particular points 
even thirty fathoms. Many rapids and obstructions 
occur along its course. 

To improve the Upper Yangtze, the rapids should 
be dammed up to form locks to enable crafts to ascend 
the river as well as to generate water power. Obstruc- 
tions should be blasted and boulders removed. Thus, 
a ten- foot channel right along from Hankow to 
Chungking could be obtained so that through inland 
water transportation could be established from Chung- 
king to Peking in the north and to Canton in the south, 
as well as to all navigable points in China Proper all 
the year round. In this way, transportation expenses 
to the richest emporium in West China could be re- 
duced hundredfold. The benefit to the people will be 
enormous and the encouragement to commerce will 
indeed be great. 



PART V 
The Establishment of Large Cement Works 

Steel and cement are the basis of modern construc- 
tion, and the most important factors of the material 
civilization of the present age. In the various projects 
of our development scheme, the demand for steel an'd 



DEVELOPMENT OF CHINA 75 

cement will be so enormous that all manufacturing 
countries combined will not be able to supply the needs. 
Therefore, in our first program, I have proposed to 
establish large steel works in the rich iron and coal 
fields in the provinces of Shansi and Chili ; so in this 
second program I propose to establish large cement 
works along the shores of the Yangtze River. The 
Yangtze Valley is exceptionally rich in materials for 
cement, — limestone and coal lying side by side at the 
water edge along the navigable channel from Chinki- 
ang upward. Thus, local supplies could be created for 
local needs. 

At present, there is one cement works at Shihuiyau 
near Hoangshikang at the upper reach. It is situated 
between a deep water wharf and a limestone hill. The 
limestone is so near by that it can be cut and shoveled 
into the kilns immediately. Between Hankow and 
Kiukiang there are many places possessing the same 
advantage. Below Kiukiang, there are also many such 
advantageous positions as Matang, Wushiki and many 
others between Kiukiang and Anking. Between Ank- 
ing and Nanking there are exceptionally good locations 
for putting up cement works such as Tatung, Tikang, 
and Tsaishisze, all these places being provided abun- 
dantly with limestone and coal and iron, lying side by 
side. 

With the huge harbor works, city building, and 
embankment construction, the market for cement will 
be so great that a capital of one to two hundred million 
dollars should be invested for the supply. This work 



76 DEVELOPMENT OF CHINA 

should be started gradually in accord with the accelera- 
tion of the other works of the general development so 
that one project will further the other, and over-produc- 
tion and waste of capital individually in any of the 
parts of the general scheme will be guarded against. 
This will help make each of them a profitable business 
by itself. 






PROGRAM III 

The main feature of the third program will be the 
construction of a great southern port which will com- 
plete the plan for three first-class seaports in China as 
proposed in the preliminary part of this International 
Development Scheme. Our Great Southern Port will 
naturally be Canton, which is not only the center of 
commerce in South China but also the largest city in 
all China. Until recent times it was the largest city on 
the coasts of the Pacific, and the center of commerce 
of Asia. With the development of China, Canton will 
surely resume its former importance. Around this 
southern metropolis I formulate the third program as 
follows : 

I. The Improvement of Canton as a World 

Port. 
II. The Improvement of the Waterway System 
of Canton. 

III. The Construction of the Southwestern Rail- 

way System of China. 

IV. The Construction of Coast Ports and Fishing 

Harbors. 
V. The Establishment of Shipbuilding Yards. 
77 



78 THE INTERNATIONAL 

PART I 
The Improvement of Canton as a World Port 

Canton's position as a seaport has been taken away 
by Hongkong since its cession to England after the 
Opium War. But as a commercial center of South 
China, Canton still holds its own, despite the advan- 
tages of deep-water harbor, the artificial improvements 
of Hongkong, and the political dominance of England. 
The loss of its position as a seaport is entirely due to 
the ignorance of the Chinese people who never made 
any combined effort to improve the welfare of the 
country, and also to the corrupt government and offi- 
cials of the Manchu dynasty. Since the establishment 
of the Republic, the people have begun to awake very 
rapidly and many schemes have been suggested to make 
Canton a seaport. This awakening of the millions of 
Chinese has caused much apprehension to the Hong- 
kong Government. The authorities of that colony have 
been doing their utmost to hinder every move to restore 
Canton as a seaport and try to nip every scheme in the 
bud. Of course, if Canton is improved and made into 
a world port, then all the services that Hongkong per- 
forms for her as a shipping stage would be dispensed 
with altogether. But a developed Canton and a pros- 
perous China will recompense Hongkong in various 
ways a hundred times more than its present position as 
the monopolized ocean port of a backward and poor 
China. Just look at the port of Victoria in British Co- 



DEVELOPMENT OF CHINA 79 

lumbia, which was once the only seaport of West Can- 
ada as well as the Northwestern region of the United 
States, but it prospered very little then with an undevel- 
oped hinterland despite its monopolistic character. 
Whereas as soon as the rival ports arose, Vancouver on 
its own side, and Seattle and Tacoma on the American 
side, all within the same distance as Hongkong is to 
Canton, all of them because of a developed hinterland 
prospered wonderfully, despite the keen competition 
between them as seaports. Thus, we see that com- 
petitive seaports like Vancouver, Seattle, and Tacoma 
instead of killing Victoria, as was once supposed by 
shortsighted people, have made it more prosperous than 
ever. Then, why doubt that a prosperous Canton and a 
developed China would not give the same result to 
Hongkong? This is but a natural outcome. There- 
fore, there should be no fear that a prosperous Canton 
and a developed China would be harmful to Hong- 
kong as a free port. So, instead of doing the utmost as 
hitherto to hinder the development of Canton as a sea- 
port, the Hongkong authorities should do their utmost 
to encourage such a project. Besides, the development 
of Canton and South China will benefit the English as 
a whole commercially a hundred times more than 
Hongkong can do at present. Although the local 
authorities of that crown colony do not see far enough 
to realize it, however, I believe that the great statesmen 
and captains of industries in the now mightiest empire 
of the world would surely see it. With this belief in 
my mind I feel quite safe in giving publicity to the 



80 THE INTERNATIONAL 

scheme of my international development of Canton as 
a world port in South China. 

Canton is situated at the head of the Canton Delta, 
which is formed by the junction of three rivers — the 
Sikiang or West River, the Peikiang or North River, 
and the Tungkiang or East River. The area of this 
delta is about 3,000 square miles and it has the most 
fertile alluvial soil known in China. The land yields 
three crops a year — two crops of rice and one crop of 
other products such as potatoes or beets. In silk 
culture, it gives eight crops every year. The most 
delicious fruits of many varieties are produced in 
this delta. This is the most thickly populated district 
of all China. Within this delta and its immediate 
neighborhood, more than half of the population of 
Kwangtung province is found. This is the reason why, 
despite the great productivity of this fertile delta, 
large quantities of foods have to be supplied by the 
surrounding country as well as by foreign imports. 
Before the age of machinery Canton for centuries was 
well known as an industrial center of Eastern Asia. The 
workmanship and handicraft of its people are still un- 
equaled in many parts of the world. If machinery 
will be introduced in its industries under our inter- 
national development scheme, Canton will soon recover 
its former grandeur as a great manufacturing center. 

As a world port, Canton is in a most advantageous 
position. Being situated at the junction of three navi- 
gable rivers and at the head of the ocean navigation it 
is a pivot of inland water as well as ocean communica- 



DEVELOPMENT OF CHINA 81 

tion in South China. If the Southwestern railway 
system is completed, then Canton will be equal in im- 
portance to the two great ports in North and East 
China, in regard to transportation facilities. The ocean 
approach of Canton is generally deep excepting at two 
points which can be easily trained and dredged to enable 
modern liners to pass in and out at any hour. The 
deep water line of the ocean reaches up to Lingting 
Island, where the depth is from 8 to 10 fathoms. 
Above Lingting, the channel gets shallower (about 3 or 
4 fathoms) and runs about 15 miles up to the Fumen 
Entrance. From this point the water becomes deep 
again (between 6 and 10 fathoms) right up to the 
Second Bar — a distance of 20 miles. At the Second 
Bar, the water is about 18 to 20 feet deep for only a 
few hundred yards. After crossing the Second Bar, 
the water becomes deep again for a distance of 10 miles 
averaging about 30 feet deep up to the First Bar which 
will be the city limit of our future Canton. 

To improve the Approach to Canton, I suggest that 
two submerged training walls be built at the left side 
of Canton Estuary above Lingting Island — one from 
the shore to the head of the Kongsu Bank, and another 
from the end of the same bank to the head of the Ling- 
ting Bank. The first training wall will be 3 to 4 feet 
under water just at the same level of the bank. The 
second wall will be from 4 feet at one end to 16 feet 
at the other, which are the levels of the respective banks 
which it connects. (See ( 1 ) (3) Map XL) It will cross 
a channel of 24 feet deep between them. These two 



82 THE INTERNATIONAL 

walls together with the four- foot Kongsu Bank will 
act as one continuous wall and will direct the under- 
current which now runs between the left shore and 
Lingting Bank, into the middle part of the estuary, 
thus cutting a channel between the bar and the bank 
of the same name to meet the deep water on the west 
side of Lingting Island. On the right side of the Can- 
ton Estuary, a training wall should be built from the 
lower part of Fraser Bank in a southeasterly direction 
across the 24-foot channel into the Lingting Bar end- 
ing at the east edge of that bar. (See (2) Map XL) 
Thus, with these submerged walls on both sides of the 
estuary to confine the undercurrent in the middle, a 
very deep channel can be formed to connect with the 
Fumen Entrance at one end and the Lingting trough 
at the other both of which are about 50 feet deep so 
that a thoroughfare from deep sea right up to the Sec- 
ond Bar of the Pearl River will be created. 

These submerged sea walls taken together are about 
8 miles in length and will be built only 6 to 12 feet 
from the bottom of the sea. The expenses will not be 
much while the acceleration of the natural reclamation 
process will be very great. Thus, the lands that will be 
formed on both sides by these walls will far more than 
repay the expenses of the work of building these 
walls. 

To regulate the Approach of Canton, in that part of 
the Pearl River from the Fumen Entrance to Wham- 
poa, I suggest that the East River Estuaries be concen- 
trated in a single outlet by using the uppermost channel 




MAP XI 



DEVELOPMENT OF CHINA 83 

which joins the Pearl River at the lower point of 
Davids Island. The other outlets of the East River, 
which joins the Pearl River below the Second Bar, 
should be closed up by dams built to the height of the 
normal water level so as to permit them to serve as flood 
channels in the rainy season. By concentrating the 
whole volume of water of the East River above the 
Second Bar, a stronger current could be obtained to 
flush the upper part of this section of the river. 

In the training works of this section, I propose that 
several jetties should be built as follows : First, a jetty 
from Elliot Island at point (A) to the farther side of 
Calcutta Shoal opposite the lower point of Parker Is- 
land. This will block the current between Elliot Island 
and Calcutta Shoal and divert it into the present 36- 
foot channel thus making it deeper by its natural force. 
Second, another jetty from Bolton Island, at point (B) 
to midstream terminating at the lower side of the Sec- 
ond Bar, on the right side of the river. Third, a jetty 
from the lower point of Pattinger Island at (C) to 
midstream terminating at the lower side of the same 
bar on the left side of the river. Thus the Second 
Bar would be flushed by the concentrated current 
created by these two jetties. The shallow bottom 
above these jetties should be dredged to the re- 
quired depth. If a rocky bottom is found at this 
bar it should be blasted and removed, so as to give a 
uniform depth to the whole approach. Fourth, the 
channel between the right bank of the river and Bolton 
Island should be blocked up at (D). Fifth, a jetty 



84 THE INTERNATIONAL 

from Pattinger Island at (E) to the head of the Second 
Bar Bank in midstream so as to cut off the current at 
the left side of the river and to increase the velocity 
in the middle channel. Sixth, a jetty from the right 
shore at (F) about midway between Danes Island and 
the Second Bar, should be built to the head of the Mid- 
stream Shoal so as to cut off the current at the right 
side of the river. And seventh, another jetty from 
the lower point of Davids Island at (G) to midstream 
opposite to the end of jetty (F). Jetties (G) and (F) 
will concentrate the current of the upper Pearl River 
while at the same time jetty (G) will also turn the East 
River current into the same direction as that of the 
Pearl River. (See Map XII.) 

By these seven jetties, the current between Whampoa 
and Fumen could be controlled and the bottom of the 
river flushed to a depth of 40 feet or more, thus creat- 
ing a thoroughfare for ocean-going steamers from the 
open sea right up to the city of Canton. These jetties 
taken together will be not more than 5 miles in length 
and mostly in very shallow water. After the building 
of these jetties, land will be rapidly formed between 
jetties along both sides of the channel by natural 
process. The reclaimed land alone will be quite 
enough to pay the expenses of constructing these jetties, 
aside from the fact that the main object of regulating 
the river and opening up a deep channel for ocean 
transportation will have been realized. 

Having dealt with the approach to Canton, we may 
now take up the improvement of Canton City itself 



DEVELOPMENT OF CHINA 85 

as a world port. The harbor limit of Canton will be 
at the First Bar. From there, the harbor will follow 
the deep water of Cambridge Reach and the water 
between Whampoa and Danes Island into American 
Reach. At this point it will cut through Actaeon Island 
to the south of Honam Island and follow the Elliot 
Passage to Mariners Island. From Mariners Island 
following the Fatshan Creek, a straight channel should 
be cut in a southwesterly direction to the Tamchow 
Channel. Thus, a new waterway will be made from 
the First Bar to Tamchow Channel, a distance of about 
25 miles. This waterway will be the main outlet of the 
North River as well as a thoroughfare for the West 
River, and will also serve as the harbor of Canton. 
By conveying all the water of the North River and a 
part of that of the West River through this waterway, 
the current will be strong enough to flush the harbor 
to a depth of 40 feet or more. (See Map XIII.) 

The new city of Canton will be extended from 
Whampoa to Fatshan, separated by the Macao Fort 
and Shameen Reaches. The section that lies east of 
this water should be developed into commercial 
quarters and that west of it into factory quarters. 
The factory section should be transected by canals 
connecting with the Fati and Fatshan creeks so as to 
give cheap transportation facilities to every factory. 
In the commercial section, tidal wharves with modern 
plants and warehouses should be provided. A bund 
should be built from the First Bar Island along the 
north side of the new waterway, the west side of 



86 THE INTERNATIONAL 

Honam to connect with the bund of Shameen, and the 
northwestern side of Canton city. Another bund 
should be built from above Fati along the east side 
of Fati Island to Mariners Island thence turning 
southwest along the left bank of the new waterway. 
The Front Reach, that is, the river between the present 
Canton city and Honam Island should be filled up 
from the upper point of Honam to Whampoa for 
city building. 

In regard to the question of remuneration, the de- 
velopment of Canton as a world port will be the most 
profitable undertaking of the kind in the International 
Development Scheme. Because, besides its command- 
ing position as a commercial metropolis and its pos- 
session of advantageous facilities as a manufacturing 
center of South China, a modern residential city is in 
great demand in this part of the country. The well- 
to-do people and merchants of this rich delta as well 
as those retired Chinese merchants and millionaires 
abroad all over the world are very eager to spend 
their remaining days at home. But owing to the lack 
of modern conveniences and comforts they reluctantly 
remain in foreign countries. Thus to build a new city 
with modern equipments for residential purposes 
alone, in Canton, would pay splendidly. The land 
outside of Canton is at present about 200 dollars a 
mow. If the land marked off for the luture city of 
Canton should be taken up by the State on the same 
basis as elsewhere in this International Development 
Scheme, immediately after the streets are laid out 



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DEVELOPMENT OF CHINA 87 

and improvements made, the price of land would rise 
from ten to fifty times its original value. 

The landscape of the environment of Canton is ex- 
ceptionally beautiful and charming. It is an ideal 
place for planning a garden city with attractive parks. 
The location of the city of Canton resembles that of 
Nanking but is of greater magnitude and beauty. It 
possesses three natural elements — deep water, high 
mountains, and vast extent of level land which fur- 
nish facilities for an industrial and commercial center 
and provide as well natural scenery for the enjoy- 
ment of man. The beautiful valleys and hills of the 
northern shore of the Pearl River could be laid out 
for ideal winter resorts and the high mountain tops 
could be utilized for summer resorts. 

Within the city limits at the northwest corner, a 
rich coal field has been found. When the coal is 
mined and modern plants for generating electricity 
and producing gas are provided, then cheap electricity 
and gas could be had for transportation, for manu- 
facturing, for lighting, heating, and cooking pur- 
poses. And so the present wasteful methods of trans- 
portation, and expensive fuels for manufacturing and 
cooking for the populous city of Canton can be done 
away with entirely. Thus great economic wonders 
could be wrought by such improvements. The present 
population of Canton is over a million and if our de- 
velopment plan is carried out, this city would grow in 
leaps and bounds within a very short time. The pop- 
ulation will become greater than any other city and the 



88 THE INTERNATIONAL 

profit of our undertaking will become correspondingly 
large. 

PART II 
The Improvement of the Waterway System of Canton 

The most important waterway system in South 
China is the Canton system. Besides this the others 
are not of much importance and will be dealt with 
elsewhere with their ports. In dealing with the Can- 
ton system of waterways, I have to divide it as 
follows : 

a. The Canton Delta. 

b. The West River. 

c. The North River. 

d. The East River. 

a. The Canton Delta 

To improve the Canton Delta we have to consider 
the proposition from three points of view: First, 
the problem of flood prevention; second, the problem 
of navigation; and third, the problem of reclamation. 
Each of these problems affects the others so the solu- 
tion of one will help that of the others. 

First, the problem of flood prevention. The fre- 
quent repetition of floods in recent years has wrought 
great disasters to the people in the neighborhood of 
Canton. It has destroyed lives by the thousands and 
property by the millions. The part which suffers most 
is the country between Canton and Lupao, lying just 



DEVELOPMENT OF CHINA 89 

immediately north of the Canton Delta. This fatal 
spot is, I think, created by the silting up of the main 
outlet of the North River immediately below Sainam. 
On account of this, the North River has to find its 
outlets through the West River by the short canal at 
Samshui and through two small streams one from 
Sainam, and another from Lupao. The former runs 
in a northeasterly direction and the latter in a south- 
easterly direction and they join at Kuanyao. From 
this point, the river takes a northeasterly course as 
far as Kumli, thence, turning southeast, passes the 
west suburb of Canton. Since the North River is 
silted up below Sainam, its channel above that spot 
is also getting shallower every year. At present the 
river above Samshui city is only about four or five 
feet deep. When the North River rises its water gen- 
erally finds its way into the West River through the 
Kongkun Canal. But if the West River should rise 
at the same time, then there would be no outlet for 
the North River and its water would accumulate until 
it overflowed its dikes above and below Lupao. This 
would naturally cause the dikes to break at some point 
and allow the water to rush out and flood the whole 
country that is meant to be protected by these dikes. 
The remedy for the North River is to reopen the main 
outlet below Sainam and have the whole channel 
dredged deep from Tsingyuen to the sea. Fortunately, 
in our improvement of the navigation of the Canton 
Delta, we have to do the same thing ; so this one work 
will serve two purposes. 



90 THE INTERNATIONAL 

The remedy for the West River is that the shallow 
part just at its junction with the sea between Wang- 
kum and Sanchoo Islands should be trained by walls 
on both sides — a long one on the left, and a short one 
on the right — so as to concentrate the current to cut 
the river bed here to a depth of twenty feet or more. 
In this way, a uniform depth is secured, for after 
passing the Moto Entrance the West River has an 
average depth of 20 to 30 feet right along its whole 
course through this delta. With a uniform depth all 
the way to the sea, the undercurrent will run quickly 
and drain off the flood water more rapidly. Besides 
the deepening process, both shores should be regulated 
so as to give a uniform width to the channel. Mid- 
stream shoals and islands should be removed. 

The East River Valley does not suffer so severely 
from floods as those of the other two rivers, the West 
and the North, and its remedy will be provided in 
the regulation of the river for navigation. This will 
be dealt with in that connection. 

Second, the problem of navigation in the Canton 
Delta in connection with the three rivers. In deal- 
ing with this question we commence with the West 
River. In former days the traffic between the West 
River Valley and Canton always passed through Fat- 
shan and Samshui, a distance of about 35 miles. But 
since the silting up of the Fatshan Channel below Sai- 
nam, the traffic has to take a great detour by descending 
the Pearl River southeastward as far as Fumen, then 
turn northwest into the Shawan Channel, then south- 



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DEVELOPMENT OF CHINA 91 

east into the Tamchow Channel, and then west into the 
Tailiang Channel and south into the Junction Channel 
and Maning Reach. Here it enters into the West 
River and runs a northwesterly direction up to Sam- 
shui Junction on this river. The whole journey covers 
a distance of about 95 miles, which compared with 
the old route is longer by 60 miles. The traffic be- 
tween Canton and the West River Valley is very 
great. At present there are many thousands of 
steam launches plying between Canton City and the 
outlying districts, and more than half of that number 
are carrying traffic to and fro on the West River. 
Every boat has to run 95 miles on each trip whereas 
if the channel between Samshui and Canton is im- 
proved, the distance would be only 35 miles. What 
a great saving it will be ! 

In our project to improve the Canton Approach and 
Harbor, I suggested the draining of a deep channel 
from the sea to Whampoa and from Whampoa to 
Tamchow Channel. We now have to prolong this 
channel from its Tamchow Junction up to Samshui 
Junction on the West River. This Channel should 
be made at least 20 feet deep so as to join the deeper 
water of the West River above the Samshui Junction. 
And the same depth should be maintained in the North 
River itself some distance above Samshui, so as to 
give facility for the navigation of larger vessels up 
the river when the whole waterway is improved. 

To improve the East River for navigation in the 
Canton Delta we should concentrate the current of its 



92 THE INTERNATIONAL 

estuaries into one single outlet by using the right 
channel which joins the Pearl River at Davids Island, 
thus deepening the channel as well as shortening the 
distance between Canton and the East River districts 
when the upper part of the river is improved. 

Another improvement in the Canton Delta for 
navigation is the opening of a straight canal between 
Canton City and Kongmoon so as to shorten the pas- 
sage of the heavy traffic between this metropolis and 
the Szeyap districts. This canal should begin by 
straightening the Chanchun Creek south of Canton as 
far as Tsznai. Then crossing the Tamchow Channel 
it should enter into the Shuntuck Creek and follow 
this creek to its end emerging into the Shuntuck 
Branch at right angles. From there, a new canal 
must be cut straight to the turn of the Tailiang Chan- 
nel near Yungki, then the canal should follow this 
channel through Yellow Reach as far as the Junction 
Bend. Here another new canal must be cut through 
to the Hoichow Creek, then it should follow Kuchan 
Channel to the main channel of the West River, and 
crossing it enter into the Kongmoon Branch. Thus, 
a straight canal can be formed between Canton and 
Kongmoon. In order to understand the improvement 
of the Canton Delta more clearly see Maps XIV and 
XV. 

Third, the problem of reclamation. A very profi- 
table undertaking in the Canton Delta is the reclama- 
tion of new land. This process has been going on 
for centuries. Many thousands of acres of new land 



DEVELOPMENT OF CHINA 93 

are thus being added to cultivation from year to year. 
But hitherto all the reclamation has been effected 
by private enterprise only, and there are no regula- 
tions for it. So sometimes this private enterprise 
causes great detriment to public welfare such as 
blocking up navigable channels and causing floods. 
A glaring case is the reclamation work just above the 
Moto Islands, which blocks more than half of the Main 
Channel of the West River. In the regulation of the 
West River, I propose to cut this new land away. In 
order to protect the public welfare, the reclamation 
work in this Delta must be taken up by the State and 
the profits must go to defray the expenses of improving 
this waterway system for navigation, as well as for the 
prevention of floods. At present, the area that can be 
gradually reclaimed is large in extent. On the left side 
of the Canton Estuary, the available area is about 40 
square miles, and on the right side, about 140 square 
miles. On the estuaries of the West River from Macao 
to Tongkwa Island, there is an available area of about 
200 square miles. Of the 380 square miles, about 
one fourth would be ready for reclamation within 
the next ten years. That is to say about 95 square 
miles could be reclaimed and put to cultivation 
within a decade. As one square mile contains 640 acres 
and one acre six mow, so 95 square miles will be equal 
to 364,800 mow. As cultivated land in this part of 
China generally costs more than fifty dollars a mow, so, 
if fifty dollars be taken as the average rate, the value 
of these 364,800 mow would amount to $18,240,000. 



94 THE INTERNATIONAL 

This will help a great deal to defray the expenses of 
improving the waterway for navigation and for pre- 
venting floods in this Delta. 

b. The* West River 

The West River is at present navigable for compar- 
atively large river steamers up to Wuchow, a distance 
of 220 miles by water from Canton, and for small 
steamers up to Nanning, a distance of 500 miles from 
Canton, at all seasons. As for small crafts, the West 
River is navigable in most of its branches, west to the 
Yunnan frontier, north to Kweichow, northeast to 
Hunan and the Yangtze Valley by the Shingan Canal. 

In improving the West River for navigation I shall 
divide the work into subsections as follows : 

( 1 ) From Samshui to Wuchow. 

(2) From Wuchow to the junction of the Liuki- 

ang. 

(3) Kweikiang or the North Branch of the 

West River from Wuchow to Kwei- 
lin and beyond. 

(4) The South Branch from Shunchow to Nan- 

ning. 

( 1 ) From Samshui to Wuchow. This part of the 
West River is generally deep and does not need much 
improvement for vessels up to ten- foot draught except- 
ing at a few points. The midstream rocks should be 
blasted and removed and sand banks and dilating parts 



DEVELOPMENT OF CHINA 95 

should be regulated by submerged dikes to secure a 
uniform channel and to make the velocity of the cur- 
rent even, so that a stable fairway could be maintained 
all the year round. The traffic of this river would be 
sufficiently great to pay for all the improvements which 
we propose to make. 

(2) From Wuchow to the Junction of the Liuki- 
ang. At this junction, a river port should be built to 
connect the deep navigation from the sea and the shal- 
low navigation of Hungshui Kiang and the Liukiang 
which penetrate the rich mineral districts of North- 
west Kwangsi and Southwest Kweichow. This port 
will be about fifty miles from Shunchow which is the 
junction of the Nanning branch of the river. So here 
we have only to improve a distance of fifty miles, for 
the improvement of the river between Shunchow and 
Wuchow will be included in the plan for the Nanning 
Port. Dams and locks would be necessary to make this 
part of the river navigable for ten- foot draught vessels. 
But these dams at the same time would serve the pur- 
pose of producing water power. 

(3) Kweikiang or the North Branch of the West 
River from Wuchow to Kweilin and beyond. As 
Kweikiang is smaller, shallower and has more rapids 
along its course, so its improvement will be more dif- 
ficult than that of the other parts of the waterway. But 
this will be a very profitable proposition in this South- 
ern waterway project, for this river not only serves the 
purpose of transportation in this rich territory but will 
also serve as a passage for through traffic between the 



96 THE INTERNATIONAL 

Yangtze and the West River valleys. The improve- 
ment should commence from the junction at Wuchow 
up to Kweilin, and thence upward to the Shingan 
Canal, then downward to the Siang River, and thereby 
connecting with the Yangtze River. A series of dams 
and locks should be built for vessels to ascend to the 
inter-watershed canal and another series should de- 
scend on the other side. The expenses of building 
these two series of dams and locks could not be esti- 
mated until accurate surveys are made. But I am sure 
this project will be a paying one. 

(4) From Shunchow to Nanning. This portion of 
the Yuhkiang is navigable for small steamers up to 
Nanning, the center of commerce in South Kwangsi. 
From Nanning small crafts can navigate through the 
Yuhkiang as far as the east border of Yunnan, and 
through Tsokiang as far as the north border of Tong- 
king. If this waterway be improved up to Nanning, 
then it would be the nearest deep river port for the rich 
mineral districts of the whole southwest corner of 
China, which includes the whole province of Yunnan, 
a greater part of Kweichow and half of Kwangsi. 
The immediate neighborhood of Nanning is also very 
rich in minerals, such as antimony, tin, iron, coal and 
also in agricultural products. So to make Nanning the 
head of a deep water communication system will be a 
paying proposition. To improve the waterway up to 
Nanning, a few dams and locks along its course will 
have to be built for vessels of ten-foot draught to go up 
as well as for water power. The expense for this work 



DEVELOPMENT OF CHINA 97 

cannot be estimated without detailed surveys but it 
would probably be much less than the improvement of 
Kweikiang from Wuchow to the Shingan Canal. 

c. The North River 

The North River from Samshui to Shiuchow is 
about 140 miles long. The greater part of its course 
is confined in the hilly districts, but after it emerges 
from the Tsingyuen Gorge it comes into a wide, open 
country, which connects with the plain of Canton. 
Here the dangerous floods occur most often. Since the 
silting up of its proper outlet below Sainam, the North 
River from that point up to the gorge has become shal- 
lower every year, so the dikes at the left side, that is, 
on the side of the plain, often break thus causing the 
inundation of the whole plain above Canton. Thus the 
regulation of the river at this part has two aspects to be 
considered : First, the prevention of floods and second, 
the improvement for navigation. In dealing with the 
first aspect nothing could be better than deepening the 
river by dredging. In the improvement of the Canton 
Approach and Harbor and also of the Canton Delta, 
we have to cut a deep channel right from the deep sea 
up to Sainam. In the improvement of the lower part 
of the North River, we have simply to continue the 
cutting process higher up until we have a deep channel, 
say 1 5 to 20 feet as far as the Tsingyuen Gorge, either 
by artificial or natural means. By this deepening of the 
bottom of the river, the present height of the dikes will 



98 THE INTERNATIONAL 

be quite enough to protect the plains from being 
flooded. 

In dealing with the second aspect, as we have already 
deepened the part of the river from Sainam to the 
Tsingyuen Gorge for flood prevention, we have at the 
same time solved the navigation question. It has now 
only the upper part to be dealt with. I propose to make 
this river navigable up to Shiuchow, the center of com- 
merce as well as the center of the coal and iron fields 
of Northern Kwangtung. To improve the part above 
the gorge for navigation, dams and locks should be 
built in one or two places before a ten-foot draught 
vessel can ascend up to that point. Although this river 
is parallel with the Hankow-Canton Railway, yet if the 
coal and iron fields of Shiuchow are properly developed, 
a deep waterway will still be needed for cheap transpor- 
tation of such heavy freight as iron and coal to the 
coast. So to build dams for water power and to con- 
struct locks for navigation in this river will be a profit- 
able undertaking as well as a necessary condition for 
the development of this part of the country. 

d. The East River 

The East River is navigable for shallow crafts up 
to Laolung Sze, a distance of about 170 miles from 
the estuary at the lower point of Davids Island near 
Whampoa. Along its upper course, rich iron and coal 
deposits are found. Iron has been mined here since 
time immemorial. At present most of the utensils used 



DEVELOPMENT OF CHINA 99 

in this province are manufactured from the iron mined 
So to make a deep navigable waterway up to these iron 
and coal fields will be most remunerative. 

To improve the East River for navigation as well as 
for flood prevention, I propose to start the work at the 
lower point of Davids Island as stated in the improve- 
ment of the Canton Approach. From here, a deep 
channel should be dredged up to Suntang, and a mile 
above that point a new channel should be opened in the 
direction of Tungkun city, by connecting the various 
arms of water between these two places and joining 
the left branch of the East River immediately above 
Tungkun city. All other channels leading from this 
new channel to the Pearl River should be closed up to 
normal water level so as to make these closed-up chan- 
nels serve as flood outlets in rainy seasons. Thus by 
blocking up the rest of the estuaries of the East River, 
all the water would form one strong current which 
would dredge the river bottom deeper, and maintain the 
depth permanently. The body of the river should be 
trained to a uniform width right along its course up to 
tidal point, and above this point, the river should be nar- 
rowed in proportion to its volume of water. Thus the 
whole river would dredge itself deep far up above Wai- 
chow city. The railway bridge at the south side of 
Shelung should be made a turning bridge so as to permit 
large steamers to pass through it. Some sharp turns of 
the river should be reduced to gentle curves and mid- 
stream obstacles should be removed. The portion of the 
river above Waichow should be provided with dams and 



ioo THE INTERNATIONAL 

locks so as to enable ten- foot draught vessels to ascend 
as near as possible to the iron and coal fields in the 
valley. 

PART III 

The Construction of the Southwestern Railway 
System of China 

The southwestern part of China comprises Szech- 
wan, the largest and richest province of China Proper, 
Yunnan, the second largest province, Kwangsi and 
Kweichow which are rich in mineral resources, and a 
part of Hunan and Kwangtung. It has an area of 
600,000 square miles, and a population of over 100,- 
000,000. This large and populous part of China is 
almost untouched by railways, except a French line of 
narrow gauge from Laokay to Yunnan fu, covering a 
distance of 290 miles. 

There are great possibilities for railway develop- 
ment in this part of the country. A network of lines 
should radiate fan-like from Canton as pivot to con- 
nect every important city and rich mineral field with 
the Great Southern Port. The construction of rail- 
ways in this part of China is not only needed for the 
development of Canton but also is essential for the 
prosperity of all the southwestern provinces. With the 
construction of railways rich mines of various kinds 
could be developed and cities and towns could be built 
along the lilies. Developed lands are still very cheap 



DEVELOPMENT OF CHINA 101 

and undeveloped lands and those with mining possibili- 
ties cost almost next to nothing even though not state 
owned. So if all the future city sites and mining lands 
be taken up by the government before railway con- 
struction is started, the profit would be enormous. 
Thus no matter how large a sum is invested in railway 
construction, the payment of its interest and principal 
will be assured. Besides, the development of Canton 
as a world port is entirely dependent upon this system 
of railways. If there be no such network of railway 
traversing the length and breadth of the southwestern 
section of China, Canton could not be developed up to 
our expectations. 

The southwestern section of China is very moun- 
tainous, except the Canton and Chengtu plains, which 
have an area of from 3,000 to 4,000 square miles each. 
The rest of the country is made up almost entirely of 
hills and valleys with more or less open space here and 
there. The mountains in the eastern part of this section 
are seldom over 3,000 feet high but those near the 
Tibetan frontier generally have an altitude of 10,000 
feet or more. The engineering difficulties in building 
these railways are much greater than those of the 
northwestern plain. Many tunnels and loops will have 
to be constructed and so the construction costs of the 
railway per mile will be greater than in other parts 
of China. 

With Canton as the terminus of this system of rail- 
roads, I propose that the following lines be con- 
structed : 



102 THE INTERNATIONAL 

a. The Canton-Chungking line via Hunan. 

b. The Canton-Chungking line via Hunan and 

Kweichow. 

c. The Canton-Chengtu line via Kweilin and Lu- 

chow. 

d. The Canton-Chengtu line via Wuchow and 

Suifu. 

e. The Canton- Yunnanfu-Tali-Tengyueh line end- 

ing at the Burma border. 

f . The Canton-Szemao line. 

g. The Canton- Yamchow line ending at Tunghing, 

on the Annam border. 

a. The Canton-Chungking Line via Hunan 

This line will start from Canton and follow the same 
direction as the Canton-Hankow line as far as the 
junction of the Linkiang with the North River. From 
that point the railroad turns into the valley of Linki- 
ang, and follows the course of the river upward above 
the city of Linchow. There it crosses the watershed 
between the Linkiang and the Taokiang and proceeds 
to Taochow, Hunan. Thence it follows the Taokiang 
to Yungchow, Paoking, Sinhwa, and Shenchow, and 
up to Peiho across the boundary of Hunan into 
Szechwan by Yuyang. From Yuyang the line 
proceeds across the mountain to Nanchuen, thence to 
Chungking after crossing the Yangtze. This railway 
which has a total length of about 900 miles passes 
through a rich mineral and agricultural country. In 



DEVELOPMENT OF CHINA 103 

the Linchow district north of Kwangtung, rich coal, 
antimony, and wolfram deposits are found; in south- 
western Hunan, tin, antimony, coal, iron, copper and 
silver; and at Yuyang, east of Szechwan, antimony 
and quicksilver. Among agricultural products found 
along this line we may mention sugar, groundnuts, 
hemp, tung oil, tea, cotton, tobacco, silk, grains, etc. 
There is also an abundance of timber, bamboo and 
various kinds of forest products. 

b. The Canton-Chungking Line via Hunan and 
Kweichow 

This line is about 800 miles in length, but as it runs 
in the same track with line (a) from Canton to Tao- 
chow, a distance of about 250 miles, it leaves only 550 
miles to be accounted for. This line, therefore, actually 
begins at Taochow, Hunan, and goes through the 
northeastern corner of Kwangsi passing by Chuan- 
chow, and then through the southwestern corner of 
Hunan passing by Chengpu and Tsingchow. Thence 
it enters into Kweichow by Sankiang and Tsingkiang 
and crosses a range of hill to Chengyuan. From 
Chengyuan this line has to cross the watershed between 
Yuan Kiang and Wukiang to Tsunyi. From Tsunyi 
it will follow the trade route which leads to Kikiang 
and then crosses the Yangtze by the same bridge as line 
(a) to Chungking. This railway will also pass through 
rich mineral and timber districts. 



104 THE INTERNATIONAL 

c. The Canton-Chengtu Line via Kweilin and Luchow 

This line is about 1,000 miles long. It runs from 
Canton directly west to Samshui, where it crosses the 
North River to the mouth of Suikong. Then, it 
ascends the valley of the same name to Szewui and 
Kwongning. Next, it enters into Kwangsi at Waisap, 
thence to Hohsien and Pinglo. From there it follows 
the course of the Kweikiang up to Kweilin. Thus the 
rich iron and coal fields that lie between these two 
provincial capitals, Canton and Kweilin, will be tapped. 
From Kweilin the road turns west to Yungning and 
then proceeds to follow the Liukiang valley into Kwei- 
chow province at Kuchow. From Kuchow it goes to 
Tukiang and Pachai and following the same valley it 
crosses a range of hills into Pingyueh, thence it goes 
across the Yuankiang watershed into the Wukiang 
valley at Wengan and Yosejen. From Yosejen it 
follows the trade route through Luipien hills to Jen- 
hwai, Chishui, and Nachi. Then it crosses the 
Yangtzekiang to Luchow. From Luchow, it runs 
through Lungchang, Neikiang, Tzechow, Tseyang and 
Kienchow to Chengtu. The last part of the line trav- 
erses very rich and populous districts of the famous 
Red Basin of Szechwan province. The middle portion 
of this line between Kweilin and Luchow lies in a very 
rich mineral country which possesses great possibilities 
for further development. This line will open up a 
thinly populated part for the crowded districts at both 
ends of the line. 



DEVELOPMENT OF CHINA 105 

d. The Canton-Chengtu Line via Wuchow and Suifu 

This line is about 1,200 miles in distance. It com- 
mences at the west end of the Samshui bridge which 
crosses the North River at that point for line (c), and 
following the left bank of the West River enters the 
Shiuhing Gorge to the Shiuhing city. It passes Tak- 
hing, Wuchow, and Tahwang along the same bank. 
While the river here turns southwestwards the line 
turns northwestwards to Siangchow and then crosses 
Liukiang to Liuchow and Kingyuan. Then it goes to 
Szegenhsien and across the Kwangsi and Kweichow 
border to Tushan and Tuyun. From Tuyun the line 
turns more westerly to Kweiyang, the capital of 
Kweichow Province. Next, it proceeds to Kiensi and 
Tating and then leaving the Kweichow border at 
Pichieh it enters Yunnan at Chenhiung. Turning 
northward to Lohsintu and crossing the Szechwan 
border at that point, it proceeds to Suifu. From Suifu 
the road follows the course of the Minkiang, passes 
by Kiating and enters the Chengtu plain to Chengtu, 
the capital of Szechwan. This line runs from one 
densely populated district to another and passes through 
a wide strip of thinly populated and undeveloped 
country in the middle. Along its course many rich 
iron and coal fields, silver, tin, antimony, and other 
valuable metal deposits are found. 

e. The Canton- Yunnanfu-Tali-Tengyueh Line 

This line is about 1,300 miles in length from Canton 
to the Burma border at Tengyueh. The first 300 miles 



106 THE INTERNATIONAL 

of the line from Canton to Tahwang will be the same 
as line (d). From the Tahwang junction this line 
branches off to Wusuan and following in a general 
way the course of the Hungshui Kiang passes through 
Tsienkiang and Tunglan. Then it cuts across the 
southwestern corner of Kweichow province passing 
by Sinyihsien and thence enters Yunnan province at 
Loping and by way of Luliang to Yunnanfu, the cap- 
ital of the province. From Yunnanfu this line runs 
through Tsuyung to Tali, then turns southwestwards 
to Yungchang and Tengyueh ending at the Burma 
border. 

At Tunglan, near the Kweichow border in Kwangsi, 
a branch line of about 400 miles should be projected. 
This line should follow the Pepan Kiang valley, up to 
Kotuho, and Weining. Thence it enters Yunnan at 
Chaotung, and crosses the Yangtze River at Hokeow, 
where it enters Szechwan. Crossing the Taliang 
mountain, it goes to Ningyuan. This branch line taps 
the famous copper field between Chaotung and Ning- 
yuan, the richest of its kind in China. 

The main line running through the length of 
Kwangsi and Yunnan from east to west, will be of 
international importance, for at the frontier it will 
join the Rangoon Bhamo line of the Burmese Railway 
System. It will be the shortest road from India to 
China. It will bring the two populous countries nearer 
to each other than now. By the new way the journey 
can be made in a few days, whereas by the present 
sea-route it takes as many weeks. 



DEVELOPMENT OF CHINA 107 

f. The Canton-Szemao Line 

This line to the border of Burma is about 1,100 
miles long. It starts from south of Canton, passes 
Fatshan, Kunshan, and crosses the West River from 
Taipinghii to Samchowhu. Thence it proceeds to 
Koming, Sinhing, and Loting. After passing Loting 
it crosses the Kwangsi border at Pingho, and proceeds 
to Junghsien and then westward, crossing the Yukiang 
branch of the West River, to Kweihsien. Thence it 
runs north of Yukiang to Nanning. At Nanning a 
branch line of 120 miles should be projected. Follow- 
ing the course of the Tsokiang it goes to Lungchow 
where it turns southward to Chennankwan on the 
Tongking border to join the French line at that point. 
The main line from Nanning proceeds in the same 
course as the upper Yukiang to Poseh. Then it crosses 
the border into Yunnan at Poyai, and by way of 
Pamen, Koukan, Tungtu and Putsitang to Amichow, 
where it crosses the French Laokay- Yunnan line. 
From Amichow it proceeds to Linanfu, Shihping and 
Yuankiang where it crosses the river of the same name. 
Thence it passes through Talang, Puerhfu and Szemao 
and finally ends at the border of Burma near the 
Mekong River. This line taps the rich tin, silver, and 
antimony deposits of south Yunnan and Kwangsi, 
while rich iron and coal fields are found right along 
the whole line. Gold, copper, mercury, and lead are 
also found in many places. As regards agricultural 
products, rice and groundnuts are found in great abun- 



108 THE INTERNATIONAL 

dance, also camphor, cassia, sugar, tobacco, and vari- 
ous kinds of fruits. 

g. The Canton-Yamchow Line 

This line is about 400 miles long measuring from the 
west end of the Sikiang bridge. Starting from Canton 
it runs on the tracks of line (f ) as far as the farther 
side of the bridge over the West River. Thence it 
branches off to the southwest to Hoiping and Yanping, 
and by way of Yeungchun to Kochow and Fachow. 
At Fachow, a branch line of 100 miles should be pro- 
jected to Suikai, Luichow and Haian on the Hainan 
Straits where, by means of a ferry, it connects with 
Hainan Island. The mainline continues from Fachow 
westward to Sheshing, Limchow, Yamchow and ends 
on the Annam border at Tunghing, where it may con- 
nect with a French line to Haiphong. This line is 
entirely within the Kwangtung province. It passes 
through a very populous and productive country. Coal 
and iron are found along the whole line, while gold and 
antimony, in some parts. Agricultural products, as 
sugar, silk, camphor, ramie, indigo, groundnuts, and 
various kinds of fruits are raised here. 

The total length of this system as outlined above is 
about 6,700 miles. In addition there will be two con- 
necting lines between Chengtu and Chungking ; another 
from east of Tsunyi on line (b) southward to Wengan 
on line (c) ; another from Pingyueh on line (c) to 
Tuyun on line (d) ; another from the border of 



DEVELOPMENT OF CHINA 109 

Kweichow on line (d) through Nantan and Noti to 
Tunglan on line (e), thence through Szecheng to Poseh 
on line (f). These connecting lines total about 600 
miles. So the grand total will be about 7,300 miles. 

This system will be intersected by three lines. First, 
the existing French line from Laokay to Yunnanfu 
with a projected line from Yunnanfu to Chungking 
crosses line (f) at Amichow, line (e) at Weining, line 
(d) at Suifu, line (c) at Luchow, and meets lines (a) 
and (b) at Chungking. Second, the projected British 
line from Shasi to Sinyi croses line (a) at Shenchow, 
line (b) at Chenyuen, line (c) at Pingyueh, line (d) 
at Kweiyang and a branch of line (e) at a point west 
of Yungning. Third, the projected American line 
from Chuchow to Yamchow crosses line (a) at Yung- 
chow, line (b) at Chuanchow, line (c) at Kweilin, line 
(d) at Liuchow, line (e) at Tsienkiang, line (f) at 
Nanning, and meets line (g) at Yamchow. Thus, if 
this system and the three projected French, British, 
and American lines are completed, Southwestern China 
would be well provided with railway communications. 

All these lines will run through the length and 
breadth of a vast mineral country, in which most of 
the essential and valuable metals of the world are found. 
There is no place in the world which possesses as here 
so many varieties of rare metals, such as wolfram, 
tin, antimony, silver, gold, and platinum and at the 
same time so richly provided with the common but 
essential metals, such as copper, lead, and iron. 
Furthermore, almost every district in this region is 



no THE INTERNATIONAL 

abundantly provided with coal, so much so that there 
is a common saying: "Mu mei pu lih cheng," that 
is, "Nobody would build a city where there is no coal 
underneath." The idea was that in case of a siege those 
within the city might obtain fuel from under the 
ground. In Szechwan, petroleum and natural gas are 
also found in abundance. 

Thus, we see that this Southwestern Railway System 
for the development of mineral resources in the moun- 
tainous regions of Southwestern China is just as im- 
portant as the Northwestern Railway System is for 
the development of agricultural resources in the vast 
prairies of Mongolia and Turkestan. These railway 
systems are a necessity to the Chinese people and a 
very profitable undertaking to foreign capitalists. 
They are of about equal length, viz. — about 7,000 miles. 
The cost per mile of the Southwestern System will be 
at least twice that of the Northwestern System, but 
the remuneration from the development of mineral 
resources will be many times that from the develop- 
ment of agricultural resources. 

PART IV 

The Construction of Coast Ports and 
Fishing Harbors 

After planning the three world ports on the toast 
of China, it is time for me to go on and deal with the 
development of second- and third-class seaports and 



DEVELOPMENT OF CHINA in 

fishing harbors along the whole coast in order to com- 
plete a system of seaports for China. Recently, my 
projected plan of the Great Northern Port was so 
enthusiastically received by the people of Chili Prov- 
ince that the Provincial Assembly has approved the 
project and decided to carry it out at once as a pro- 
vincial undertaking. For this object, a loan of 
$40,000,000 has been voted. This is an encouraging 
sign and doubtless the other projects will be taken up 
sooner or later by either the provinces or the Central 
Government, when the people begin to realize their 
necessity. I propose that four second-class seaports 
and nine third-class seaports and numerous fishing 
harbors should be constructed. 

The four second-class seaports will be arranged so as 
to be placed in the following manner : one on the 
extreme north, one on the extreme south, and the other 
two midway between the three great world ports. 

I shall deal with them according to the order of their 
future importance as follows : 

a. Yingkow. 

b. Haichow. 

c. Foochow. 

d. Yamchow. 

a. Yingkow 

Yingkow is situated at the head of the Liaotung 
Gulf and was once the only seaport of Manchuria. 
Since the improvement of Talien as a seaport, the trade 



H2 THE INTERNATIONAL 

of Yingkow has dwindled and lost half of its former 
business. As a seaport, Yingkow has two disadvan- 
tages, first, the shallowness of its approach from the 
sea and second, the blocking up by ice for several 
months in winter. Its only advantages over Talien is 
that it is situated at the mouth of the Liaoho and has 
inland water communication throughout the Liao 
valley in south Manchuria. The half of the former 
trade that it still holds at present against Talien is 
entirely due to the inland water facility. To make 
Yingkow outmatch Talien again in the future and 
become first in importance after the three great world 
ports, we must improve its inland water communica- 
tion, as well as deepen its approach from the sea. In 
regard to the improvement of the approach work 
similar to the improvement of the Canton Approach 
should be adopted. Besides the construction of a deep 
channel, about twenty feet in depth, reclamation work 
should be carried out at the same time. For, the shal- 
low and extensive swamp at the head of the Liaotung 
Gulf could be turned into rice-producing land from 
which great profit could be derived. Regarding the 
inland water communication, not only the water system 
in the Liao valley but also the Sungari and the Amur 
Systems have to be improved. The most important 
work is the construction of a canal to connect these 
systems and this I shall now discuss in the next para- 
graph. 

The Liaoho-Sungari Canal is the most important 
factor in the future prosperity of Yingkow. It is by 



DEVELOPMENT OF CHINA 113 

this canal only that this port can be made the most 
important of the second-class seaports in China and 
further the vast forest lands, the virgin soil and the 
rich mineral resources of North Manchuria can be 
connected by water communication with Yingkow. 
So this canal is all important for Yingkow, without 
which Yingkow as a seaport could at most hold her 
present position, a town of 60,000 to 70,000 inhabi- 
tants and an annual trade of $30,000,000 to $40,000,- 
000 only and could never gain a place as the first of 
the second-class seaports in China. This canal can be 
cut either south of Hwaiteh in a line parallel to the 
South Manchurian Railway between Fan Kia Tun and 
Sze Tung Shan, a distance of less than ten miles, or 
north of Hwaiteh in a line between Tsing-shan-pao and 
Kaw-shan-tun, a distance of about fifteen miles. In 
the former case the canal is shorter but it makes the 
waterway as a whole longer, while in the latter case, the 
canal is about twice as long but it makes the waterway 
as a whole shorter between the two systems. In either 
line, there are no impassable physical obstacles. Both 
lines are on the plain but the elevation of the one may 
be higher than that of the other, which is the only 
factor that will determine the choice between the two. 
If this canal is constructed, then the rich provinces of 
Kirin and Heilungkiang and a portion of Outer Mon- 
golia will be brought within direct water communica- 
tion with China Proper. At present, all water traffic 
has to go by way of the Russian Lower Amur, then 
round a great detour of the Japan Sea before reaching 



H4 THE INTERNATIONAL 

China Proper. This canal will not only be a great 
necessity to Yingkow as a seaport, but will also have 
a great bearing on the whole Chinese nation economi- 
cally and politically. With the Liaoho-Sungari Canal 
completed Yingkow will be the grand terminus of the 
inland waterway system of all Manchuria and North- 
eastern Mongolia ; and with the approach from the sea 
deepened it will also be a seaport next in importance 
only to the three first-class world ports. 

b. Haichow 

Haichow is situated on the eastern edge of the cen- 
tral plain of China. This plain is one of the most 
extensive and fertile areas on earth. As a seaport, 
Haichow is midway between the two great world ports 
along the coast line, namely the Great Northern and the 
Great Eastern Ports. It has been made as the terminus 
of the Hailan railway, the trunk line of central China 
from east to west. Haichow also possesses the facility 
of inland water communication. If the Grand Canal 
and the other waterway systems are improved, it will 
be connected with the Hoangho Valley in North China, 
the Yangtze Valley in Central China, and the Sikiang 
Valley in South China. Its deep sea approach is com- 
paratively good, being the only spot along the 250 
miles of the North Kiangsu coast that could be reached 
by ocean steamers to within a few miles of the shore. 
To make Haichow a seaport for 20 feet draught ves- 
sels, the approach has to be dredged for many miles 



DEVELOPMENT OF CHINA 115 

from the mouth of the river before the four fathom 
line could be reached. Although possessing better ad- 
vantages than Yingkow, in being ice free, Haichow, as 
a second-class seaport, has to be content to take a 
second place after Yingkow, because she does not have 
as vast a hinterland as Yingkow, nor such a monopo- 
listic position in regard to inland water communication. 

c. Foochow 

Foochow, the capital of Fukien Province, ranks 
third among our second-class seaports. Foochow is 
already a very large city, its inhabitants being nearly a 
million. It is situated at the lower reach of the Min 
River, about 30 miles from the sea. The hinterland of 
this port is confined to the Min Valley with an area of 
about 30,000 square miles. The territory beyond this 
valley will be commanded by other coast or river ports, 
so the area commanded by this port is much smaller 
than that by Haichow. Consequently, it could be 
given only the third place in the category of second- 
class seaports. The Foochow approach from the Outer 
Bar to Kinpei Entrance is very shallow. After this 
Entrance is passed, the river is confined on both sides 
by high hills and becomes narrow and deep right up 
to Pagoda Anchorage. 

I propose that a new port should be constructed at 
the lower part of Nantai Island. For here land is 
cheap and there will be plenty of room for modern im- 
provement. A locked basin for shipping could be 



Ii6 THE INTERNATIONAL 

constructed at the lower point of Nantai Island, just 
above Pagoda Anchorage. The left branch of the Min 
River above Foochow City should be blocked up so as 
to concentrate the current to flush the harbor at the 
south side of Nantai. The blocked-up channel on the 
north side of that island should be left to be reclaimed 
by natural process or may be used as a tidal basin to 
flush the channel below Pagoda Anchorage, if it is 
found necessary. The upper Min River must be im- 
proved as far as possible for inland water traffic. Its 
lower reach from Pagoda Anchorage to the sea must 
be trained and regulated to secure a through channel 
of 30 feet or more to the open sea. Thus Foochow 
could also be made a calling port for ocean liners that 
ply between the world ports. 

d. Yamchow 

Yamchow is situated at the head of Tongking Gulf 
in the extreme south of the China Coast. This city is 
about 400 miles west of Canton — the Great Southern 
Port. All the districts lying west of Yamchow will 
find their way to the sea by this port 400 miles shorter 
than by Canton. As sea transportation is commonly 
known to be twenty times cheaper than rail transpor- 
tation, the shortening of a distance of 400 miles to the 
sea means a great deal economically to the provinces of 
Szechuan, Yunnan, Kweichow, and a part of Kwangsi. 
Although Nanning, an inland water port, lying north- 
west of Yamchow, is much nearer to the hinterland 
than Yamchow, yet it could not serve this hinterland 



DEVELOPMENT OF CHINA 117 

as a seaport. So all the direct import and export trade 
will find Yamchow the cheapest shipping stage. 

To improve Yamchow as a seaport the Lungmen 
River should be regulated in order to secure a deep 
channel to the city, and the estuary should be deepened 
by dredging and training to provide a good approach 
to the port. This port has been selected as the terminus 
of the Chuchow Yamchow Railway (Chu-Kin line) 
which will run from Hunan through Kwangsi into 
Kwangtung. Although the hinterland of this port is 
much larger than that of Foochow, yet I still rank it 
after that city because the area commanded by it is also 
commanded by Canton, the southern world port, and 
by Nanning, the river port, and so all internal as well 
as indirect import and export trade must go to the 
other two ports. It is only the direct foreign trade 
that will use Yamchow. Thus, in spite of its extensive 
hinterland it is very improbable that it could outmatch 
Foochow in the future as a second-class port. 

Besides the three great world ports, and the four 
second-class ports, I propose to construct nine third- 
class ports along the China coast, from north to south, 
as follows: 

a. Hulutao. d. Ningpo. g. Swatow. 

b. Hoangho Port. e. Wenchow. h. Tienpak. 

c. Chefoo. f. Amoy. i. Hoihou. 

a. Hulutao 

Hulutao is an ice-free and deep-water port, situated 
on the west side of the head of Liaotung Gulf, about 



n8 THE INTERNATIONAL 

60 miles from Yingkow. As a winter port for Man- 
churia, it is in a more advantageous position than Talien 
for it is about 200 miles shorter by rail to the sea than 
the latter and is on the edge of a rich coal field. 
When this coal field and the surrounding min- 
eral resources are developed, Hulutao will become the 
first of the third-class ports and a good outlet for 
Jehol and Eastern Mongolia. This port may be pro- 
jected as an alternative to Yingkow, as the sole port of 
Manchuria and Eastern Mongolia, if a canal could be 
constructed to connect it with the Liaoho. It is only by 
inland water communication that Yingkow could be 
made the important port of Manchuria in the future 
and it will be the same in the case of Hulutao. So if 
inland water communication could be secured for Hu- 
lutao it will entirely displace Yingkow. If it is found 
to be economically cheaper in the long run to construct 
a Hulutao-Liaoho Canal than to construct a deep har- 
bor at Yingkow, the Hulutao harbor will have to be 
placed on the northwest side of the peninsula instead 
of on the southwest as at present projected. For the 
present site has not enough room for anchorage without 
building an extensive breakwater into the deep sea, 
which will be a very expensive work. Furthermore, 
there would not be room enough for city planning on 
the narrow peninsula, whereas on the other side, the 
city could be built on the mainland with unlimited space 
for its development. 

I suggest that a sea wall be built from the northern 
point of Lienshanwan to the northern point of Hulutao 



DEVELOPMENT OF CHINA 119 

to close up the Lienshan Bay and make it into a closed 
harbor, and an entrance be opened in the neck of Hulu- 
tao to the south side where deep water is found. This 
closed harbor will be over 10 square miles in extent 
but only some parts need to be dredged to the required 
depth at present. On the north side of the harbor, 
another entrance into the neighboring bay should be 
left open between the sea wall and the shore, and 
another breakwater should be built across the next bay. 
From there, a canal should be constructed either by cut- 
ting into the shore or by building a wall parallel with 
the coast line until it reaches the lowland from where 
a canal should be cut to connect with the Liaoho. If a 
canal is thus constructed for Hulutao, then it will at 
once take the place of Yingkow and become the first 
of the second-class ports. 

b. The Hoangho Port 

The Hoangho Port will be situated at the estuary of 
the Hoangho on the southern side of the Gulf of Pe- 
chihli, about 80 miles from our Great Northern Port. 
When the Hoangho regulation is completed its estuary 
will be approachable by ocean steamers, and a seaport 
will naturally spring up there. As it commands a con- 
siderable part of the northern plain in the provinces 
of Shantung, Chili, and Honan and possesses the facil- 
ity of inland water communication, this port is bound 
to become an important third-class port. 



120 THE INTERNATIONAL 

c. Chefoo 

Chefoo is an old treaty port situated on the northern 
side of the Shantung Peninsula. Once it was the only 
ice- free port in the whole of North China. Since the 
development of Talien in the north and the development 
of Tsingtau in the south its trade has dwindled consid- 
erably. As a seaport, it will undoubtedly hold its own 
when the railroads in the Shantung Peninsula are de- 
veloped, and the artificial harbor is completed. 

d. Ningpo 

Ningpo is also an old treaty port, situated on a small 
river, the Yungkiang, in the eastern part of Chekiang 
province. It has a good approach, deep water reach- 
ing right up to the estuary of the river. The harbor 
can be easily improved by simply training and straight- 
ening two bends along its course up to the city. Ningpo 
commands a very small but rich hinterland. Its people 
are very enterprising, and are famed for their work- 
manship and handicrafts second only to those of Can- 
ton. Thus Ningpo is bound to become a manufacturing 
city when China is industrially developed. But owing 
to the proximity of the Great Eastern Port, Ningpo 
will not likely have much import and export trade 
directly with foreign countries. Most of its trade will 
be carried on with the Great Eastern Port. So a mod- 
erate harbor for local and coast-wise traffic will be 
quite sufficient for Ningpo. 



DEVELOPMENT OF CHINA 121 

e. Wenchow 

Wenchow is situated near the mouth of the Wukiang 
in south Chekiang. This seaport has a wider hinter- 
land than Ningpo, its surrounding districts being very 
productive. If railroads are developed it will undoubt- 
edly command considerable local trade. At present the 
harbor is very shallow, unapproachable by even moder- 
ate-sized coastal steamers. I suggest that a new harbor 
at Panshiwei, north of Wenchow Island be constructed. 
For this purpose, a dike should be built between the 
northern bank and the head of Wenchow Island to 
block up the river entirely on the northern side of that 
island leaving only a lock entrance. The Wukiang 
should be led through the channel on the south side of 
the island for the purpose of reclaiming the vast ex- 
panse of the near-by shallows as well as for draining 
the upper stream. The approach from the southern 
side of Hutau Island to the port should be dredged. 
On the right side of the approach, a wall should be 
built in the shallow between Wenchow Island and Miau 
Island and in the shallows between Miau Island and 
Sanpam Island so as to form a continuous wall to pre- 
vent the silt of Wukiang from entering into the 
approach. Thus a permanent deep channel will be 
secured for the new port of Wenchow. 

f. Amoy 

Amoy, an old treaty port, is situated on the island of 
Siming. It has a great, deep, and fine harbor, com- 



122 THE INTERNATIONAL 

manding a considerable hinterland in southern Fukien 
and Kiangsi, very rich in coal and iron deposits. This 
port carries on a busy trade with the Malay Archipelago 
and the Southeastern Asian Peninsula. Most of the 
Chinese residents in the southern islands, Annam, 
Burma, Siam, and the Malay States are from the 
neighborhood of Amoy. So the passenger traffic be- 
tween Amoy and the southern colonies is very great. 
If railways are developed to tap the rich iron and coal 
fields in the hinterland, Amoy is bound to develop into 
a much larger seaport than it is at present. I suggest 
that a modern port be constructed on the west side of 
the harbor to act as an outlet for the rich mineral fields 
of southern Fukien and Kiangsi. This port should be 
equipped with modern plants in order to connect land 
and sea transportation. 

g. Swatow 

Swatow is situated at the mouth of the Hankiang at 
the extreme east of Kwangtung. In relation to emi- 
gration, Swatow is much similar to Amoy, for it also 
supplies a great number of colonists to southeastern 
Asia and the Malay Archipelago. So its passenger traffic 
with the south is just as busy as Amoy. As a seaport 
Swatow is far inferior to Amoy, on account of its 
shallow approach. But in regard to inland water com- 
munication, Swatow is in a better position as the Han- 
kiang is navigable for many hundreds of miles inland 
by shallow crafts. The country around Swatow is 



DEVELOPMENT OF CHINA 123 

very productive agriculturally, being second only to 
the Canton Delta along the Southern seaboard. In the 
upper reaches of the Hankiang there are very rich iron 
and coal deposits. The approach to the port of Swatow 
can be improved easily by a little training and dredg- 
ing, thus making it a fine local port. 

h. Tienpak 

Tienpak is situated at a point in the coast of Kwang- 
tung province between the estuary of the West River 
and the island of Hainan. Its surrounding districts 
are rich in agricultural products and mineral deposits. 
So a shipping port in this part is quite necessary. 
Tienpak can be made into a fine harbor by entirely 
walling in the bay from its west side and by opening a 
new entrance into the deep water in the neck of the pen- 
insula southeast of the bay. Thus a good approach 
could be secured. The harbor is very wide but only a 
part need be dredged for large vessels and the rest of 
the space could be used by fishing boats and other 
shallow crafts. 

i. Hoihou 

Hoihou is situated on the north side of Hainan 
Island on the strait of the same name, opposite Haian 
on the Luichow Peninsula. Hoihou is a treaty port, 
similar to Amoy and Swatow, supplying a great number 
of colonists to the south; Hainan is a very rich but 



124 THE INTERNATIONAL 

undeveloped island. Only the land along the coast is 
cultivated, the central part being still covered by thick 
forests and inhabited by aborigines, and it is very rich 
in mineral deposits. When the whole island is fully 
developed, the port of Hoihou will be a busy harbor 
for export and import traffic. The harbor of Hoihou 
is very shallow, and so even small vessels have to 
anchor miles away in the roadstead outside. This is 
very inconvenient for passengers and cargoes, so the 
improvement of the Hoihou harbor is a necessity. 
Furthermore this harbor will be the ferry point between 
this island and the mainland for railway traffic when 
the railway systems of the mainland and the island are 
completed. 

Fishing Harbors 

As regards fishing harbors all our first-, second-, and 
third-class ports must also furnish facilities and accom- 
modations for fishery. Thus all of these, i. e., three 
first-class ports, four second-class ports, and nine third- 
class ports, will be fishing harbors as well. But besides 
these sixteen ports there is still room and need to 
construct more fishing harbors along the coast of China. 
I propose, therefore, that five fishing harbors be con- 
structed along the northern coast, that is, along the 
coast of Fengtien, Chihli, and Shantung, as follows : 

(i) Antung, on Yalu River, on the border of 
Korea. 

(2) Haiyangtao, on the Yalu Bay, south of Liao- 
tung Peninsula. 



DEVELOPMENT OF CHINA 125 

(3) Chinwangtao, on the coast of Chihli, between 
the Liaotung and Pechihli gulfs, the present ice- free 
port of Chihli province. 

(4) Lungkau, on the northwestern side of Shan- 
tung Peninsula. 

(5) Shitauwan, at the southeastern point of the 
Shantung Peninsula. 

Six fishing harbors should be constructed along the 
eastern coast, that is, along the coasts of Kiangsu, Che- 
kiang, and Fukien, as follows : 

(6) Shinyangkang, on the eastern coast of 
Kiangsu, south of the old mouth of the Hoangho. 

(7) Luszekang, at the northern point of the 
Yangtze Estuary. 

(8) Changtukang, in the midst of Chusan Archi- 
pelago. 

(9) Shipu, north of Sammen Bay, east of Che- 
kiang. 

(10) Funing, between Foochow and Wenchow, 
east of Fukien. 

(11) Meichow Harbor, north of Meichow Island, 
between Foochow and Amoy. 

Four fishing harbors should be constructed on the 
southern coast, that is, along the seaboard of 
Kwangtung and Hainan Island, as follows. 

(12) Sanmei, on the eastern coast of Kwangtung, 
between Hongkong and Swatow. 

(13) Sikiang Mouth. This harbor should be on 
the northern side of Wangkum Island. When the 
Sikiang Mouth is regulated, the Wangkum Island 



126 THE INTERNATIONAL 

will be connected with the mainland by a sea wall, so 
a good harbor site could thus be provided. 

(14) Haian, situated at the end of the Luichow 
Peninsula opposite to Hoihou, on the other side of 
Hainan Strait. 

(15) Yulinkang a fine natural harbor at the ex- 
treme south of the Hainan Island. 

These fifteen fishing harbors with the greater ports, 
numbering 31 in all, will link up the whole coast line of 
China from Antung, on the Korean border to Yam- 
chow, near the Annam border, providing, on an aver- 
age, a port for every 100 miles of coast line. This 
completes my project of seaports and fishing harbors 
for China. 

At first sight objections might be raised that too 
many seaports and fishing harbors are provided for 
one country. But I must remind my readers that this 
one country, China, is as big as Europe and has a 
population larger than that of Europe. If we take 
a similar length of the coast line of western Europe 
we would see that there are many more ports 
in Europe than in China. Besides, the coast line of 
Europe is many times longer than that of China, and 
in every hundred miles of the European coast line there 
are more than one considerable-sized port. Take Hol- 
land, for instance. Its whole area is not larger than 
the hinterland of Swatow, one of our third-class sea- 
ports, yet it possesses two first-class ports, Amsterdam 
and Rotterdam, and numerous small fishing ports. Let 
us also compare our country with the United States of 



DEVELOPMENT OF CHINA 127 

America in regard to seaports. America has only one 
fourth the population of China yet the number of ports 
on her Atlantic coast alone is many times more than the 
number provided in my plan. Thus, this number of 
ports for China for the future is but a bare necessity. 
And I have considered only those that will pay from the 
beginning so as to adhere strictly to the principle of 
remuneration that was laid down at the outset of my 
first program. See Map XVI. 

PART V 
The Establishment of Shipbuilding Yards 

When China is well developed according to my pro- 
grams, the possession of an oversea mercantile fleet, of 
ships for coastal and inland water transportation, and 
of a large fishing fleet will be an urgent necessity. 
Before the outbreak of the late World War, the world's 
seagoing tonnage was 45,000,000 tons. If China is 
equally developed industrially, according to the propor- 
tion of her population, she would need at least 10,000,- 
000 tons of oversea and coastal shipping for her 
transportation service. The building of this tonnage 
must be a part of our industrial development scheme; 
for cheap materials and labor can be obtained in the 
country, and so we could build ships for ourselves much 
cheaper than any foreign country could do for us. 
And besides the building of a seagoing fleet, we have to 
build our inland water crafts and fishing fleets. Foreign 



128 DEVELOPMENT OF CHINA 

shipping yards could not do this service for us on 
account of the impracticability of transporting such 
numerous small crafts across the ocean. Thus, in any 
case, China has to put up her own yards to build her 
inland water crafts and fishing fleets. So the establish- 
ment of ship building yards is a necessary as well as 
a profitable undertaking from the beginning. The ship- 
ping yards should be established at such river and 
coastal ports that have the facility of supplying mate- 
rials and labor. All the yards should be under one 
central management. Large capital should be invested 
in the project so as to procure a yearly output of 
2,000,000 tons of various kinds of vessels. 

All types of vessels should be standardized both in 
design and equipment. The old and wasteful types of 
inland water crafts and fishing boats should be replaced 
by modern efficient designs. The inland water crafts, 
should be designed on the basis of certain standard 
draughts such as the 2-foot, 5-foot, and 10-foot classes. 
The fishing trawlers should be standardized into the 
one-day, the five-day, and the ten-day service class. The 
coastal transports should be standardized into the 
2,000-, the 4,000-, and the 6,000-ton class, and for 
oversea transports we should have standardized ships 
of 12,000-, 24,000-, and 36,000-ton classes. Thus, the 
many thousands of inland water crafts and fishing 
junks that now ply the rivers, lakes, and coasts of 
China may be displaced by new and cheaper crafts of a 
few standard types which could perform better services 
at less expense. 



PROGRAM IV. 



In my first and third programs, I have described my 
plans for the Northwestern Railway System and the 
Southwestern Railway System. The former is for the 
purpose of relieving the congestion of population in the 
coast districts and the Yangtze Valley by opening up 
for colonization the vast unpopulated territory in 
Mongolia and Sinkiang, as well as of developing the 
Great Northern Port. The latter is for the purpose of 
exploiting the mineral resources of Southwestern 
China, as well as of developing the Great Southern 
Port — Canton. More railroads will be needed for the 
adequate development of the whole country. So in this 
fourth program, I shall deal entirely with railroads 
which will complete the 100,000 miles proposed in my 
introductory part of this International Development 
Scheme. The program will be as follows : 

I. The Central Railway System. 
II. The Southeastern Railway System. 

III. The Northeastern Railway System. 

IV. The Extension of the Northwestern Railway 
System. 

V. The Highland Railway System. 
VI. The Establishment of Locomotive and Car 
Factories. 
9 129 



130 THE INTERNATIONAL 

PART I 
The Central Railway System 

This will be the most important railway system in 
China. The area which it serves comprises all of China 
Proper north of the Yangtze and a part of Mongolia 
and Sinkiang. The economic nature of this vast region 
is that the southeastern part is densely populated while 
the northwestern part is thinly populated, and that the 
southeastern part possesses great mineral wealth while 
the northwestern part possesses great potential agricul- 
tural resources. So every line of this system will surely 
pay as the Peking-Mukden line has proved. 

With the Great Eastern Port and the Great Northern 
Port as termini of this system of railroads, I propose 
that, besides the existing and projected lines in this 
region, the following be constructed, all of which shall 
constitute the Central Railway System. 

a. The Great Eastern Port-Tarbogotai line. 

b. The Great Eastern Port-Urga line. 

c. The Great Eastern Port-Uliassutai line. 

d. The Nanking-Loyang line. 

e. The Nanking-Hankow line. 

f . The Sian-Tatung line. 

g. The Sian-Ninghsia line. 
h. The Sian-Hankow line. 

i. The Sian-Chungking line. 
j. The Lanchow-Chungking line. 
k. The Ansichow-Iden line. 



DEVELOPMENT OF CHINA 131 

1. The Chochiang-Koria line, 

m. The Great Northern Port-Hami line, 

n. The Great Northern Port-Sian line. 

o. The Great Northern Port-Hankow line, 

p. The Hoangho Port-Hankow line, 

q. The Chefoo-Hankow line, 

r. The Haichow-Tsinan line, 

s. The Haichow-Hankow line, 

t. The Haichow-Nanking line, 

u. The Sinyangkang-Hankow line, 

v. The Luszekang-Nanking line, 

w. The Coast line, 

x. The Hwoshan-Kashing line. 

a. The Great Eastern Port-Tarbogotai Line 

This line begins at the Great Eastern Port on the 
seaboard, and runs in a northwesterly direction to 
Tarbogotai on the Russian frontier, covering a distance 
of about 3,000 miles. If Shanghai be the Great 
Eastern Port, the Shanghai-Nanking Railway will 
form its first section. But if Chapu be chosen, then 
this line should skirt the Taihu Lake on the southwest 
through the cities of Huchow, Changhing, and Liyang 
to Nanking, then crossing the Yangtze at a point south 
of Nanking, to Chiantsiao and Tingyuen. Thence, the 
line turns westward to Showchow and Yingshang, and 
enters Honan province at Sintsai. After crossing the 
Peking-Hankow line at Kioshan, and passing Piyang, 
Tanghsien, and Tengchow, it turns northwestward to 



132 THE INTERNATIONAL 

Sichwan and Kingtsekwan, and enters the province of 
Shensi. Ascending the Tan Kiang Valley, it passes 
through Lungkucha and Shangchow, and crosses the 
Tsinling Pass to Lantien and Sian, the capital of 
Shensi, formerly the capital of China. From Sian, it 
goes westward, following the valley of the Weiho. It 
passes through Chowchih, Meihsien, and Paoki and 
enters the province of Kansu at Sancha, thence proceed- 
ing to Tsinchow, Kungchang, Titao, and Lanchow, the 
capital of Kansu. From Lanchow it follows the old 
highway which leads into Liangchow, Kanchow, 
Suchow, Yumen, and Ansichow. Thence it crosses the 
desert in a northwesterly direction to Hami, where it 
turns westward to Turfan. At Turfan this line meets 
the Northwestern Railway System and runs on the 
latter's track to Urumochi and Manass where it leaves 
that track and proceeds northwesterly to Tarbogotai on 
the frontier, crossing the Shair Mountain on the way. 
This line runs from one end of the country to the other 
encountering in its entire length of 3,000 miles only 
four mountain passes, all of which are not impassable 
for they have been used from time immemorial, as 
trade highways of Asia. 

b. The Great Eastern Port-Urga Line 

This line starts from the Great Eastern Port and uses 
the same track as line (a) as far as Tingyuen, the 
second city after crossing the Yangtze River at Nan- 
king. From Tingyuen, its own track begins and the line 



DEVELOPMENT OF CHINA 133 

proceeds in a northwesterly direction to Hwaiyuan, on 
the Hwai River, thence to Mongcheng, Kwoyang, and 
Pochow. Turning more northward, it crosses the 
Anhwei border into Honan, and passing through 
Kweiteh it crosses the Honan border into Shantung. 
After passing through Tsaohsien, Tingtao, and Tsao- 
chow, it crosses the Hoangho and enters Chihli prov- 
ince. Passing through Kaichow it re-enters Honan to 
Changteh, thence it follows the Tsingchangho valley, 
in a northwesterly direction, across the Honan border 
into Shansi. Here the line enters the northeastern 
corner of the vast iron and coal field of Shansi. After 
entering Shansi, the line follows the river valley to 
Liaochow and Yicheng, and crosses the watershed into 
the Tungkwoshui Valley to Yutse and Taiyuan. From 
Taiyuan, it proceeds northwestward through another 
rich iron and coal field of Shansi to Kolan. Thence, it 
turns westward to Poate, where it crosses the Hoangho 
to Fuku, in the northeastern corner of Shensi. From 
Fuku, the line proceeds northward, cuts through the 
Great Wall into the Suiyuan District and crosses the 
Hoangho to Saratsi. From Saratsi, the line runs in a 
northwesterly direction across the vast prairie to Junc- 
tion A of the Northwestern Trunk Line, where it joins 
the common track of the Dolon Nor-Urga line to Urga. 
This line runs from a thickly populated country at one 
end in Central China to the vast thinly populated 
but fertile regions of Central Mongolia, having a 
distance of about 1,300 miles from Tingyuen to 
Junction A. 



134 THE INTERNATIONAL 

c. The Great Eastern Port-Uliassutai Line 

Starting from the Great Eastern Port, this line fol- 
lows line (a) as far as Tingyuen, and line (b) as far 
as Pochow. At Pochow, it branches off on its own track 
and proceeds westward across the border to Luye, in 
Honan. Thence it turns northwestward to Taikang, 
Tungsu, and Chungmow where it meets the Hailan line 
and runs in the same direction with it to Chengchow, 
Jungyang, and Szeshui. From Szeshui it crosses the 
Hoangho to Wenhsien, thence to Hwaiking and over 
the Honan border into Shansi. It now passes through 
Yangcheng, Chinshui, and Fowshan to Pingyang 
where it crosses the Fen River and proceeds to Puhsien 
and Taning, then westward to the border where it 
crosses the Hoangho into Shensi. Thence it proceeds 
to Yenchang, and follows the Yenshui Valley to 
Yenan, Siaokwan, and Tsingpien. Then running 
along the south side of the Great Wall, it enters 
Kansu, and crosses the Hoangho to Ninghsia. From 
Ninghsia, it proceeds northwestward across the 
Alashan Mountain to Tingyuanying at the edge of 
the desert. Thence it proceeds in a straight line north- 
westward to Junction B of the Northwestern Railway 
System, where it joins that system and runs to Ulias- 
sutai. This part of the line passes through desert and 
grassland both of which could be improved by irriga- 
tion. The distance of this line from Pochow to 
Junction B is 1,800 miles. 



DEVELOPMENT OF CHINA 135 

d. The Nanking-Loyang Line 

This line runs between two former capitals of China, 
passes through a very populous and fertile country, and 
taps a very rich coal field at the Loyang end. It starts 
from Nanking, running on the common track of lines 
(a) and (b) and branches off at Hwaiyuan westward 
to Taiho. After passing Taiho, it crosses the Anhwei 
border into Honan. Thence it runs alongside the left 
bank of the Tashaho to Chowkiakow, a large com- 
mercial town. From Chowkiakow, it proceeds to Lin- 
ying where it crosses the Peking-Hankow line thence to 
Hiangcheng and Yuchow where the rich coal field of 
Honan lies. After Yuchow it crosses the Sungshan 
watershed to Loyang where it meets the Hailan line 
running from east to west. This line is about 300 
miles from Hwaiyuan to Loyang. 

e. The Nanking-Hankow Line 

This line will run alongside the left bank of the 
Yangtzekiang, connecting with Kiukiang by a branch 
line. It starts on the opposite side of Nanking and goes 
southwest to Hochow, Wuweichow and Anking, the 
capital of Anwei province. After Anking, it continues 
in the same direction to Susung and Hwangmei, where 
a branch should be projected to Siaochikow, thence 
across the Yangtze River to Kiukiang. After Hwang- 
mei, the line turns westward to Kwangchi, then north- 
westward to Kishui, and finally westward to Hankow. 



136 THE INTERNATIONAL 

It covers a distance of about 350 miles through a 
comparatively level country. 

f. The Sian-Tatung Line 

This line starts from Sian and runs northward to 
Sanyuan,Yaochow, Tungkwan,Yichun, Chungpu, Foo- 
chow, Kanchuan, and Yenan, where it meets the Great 
Eastern Port-Uliassutai line. From Yenan, it turns 
northeastward to Suiteh, Michih, and Kiachow on the 
right bank of the Hoangho. Thence it runs along the 
same bank to the junction of the Weifen River with 
the Hoangho (on the opposite side), where it crosses 
the Hoangho to the Weifen Valley and proceeds to 
Singhsien and Kolan, there crossing the Great Eastern 
Port-Urga line. From Kolan, it proceeds to Wuchai 
and Yang fang, where it crosses the Great Wall to So- 
chow and then Tatung there meeting the Peking- 
Suiyuan line. This line is about 600 miles long. It 
passes through the famous oil field in Shensi, and the 
northern border of the northwestern Shansi coal field. 
At Tatung, where it ends, it joins the Peking-Suiyuan 
line and through the section from Tatung to Kalgan it 
will connect with the future Northwestern System 
which will link Kalgan and Dolon Nor together. 

g. The Sian-Ninghsia Line 

This line will start from Sian in a northwesterly 
direction to Kingyanghsien, Shunhwa, and Sanshui. 
After Sanshui, it crosses the Shensi border into Kansu 



DEVELOPMENT OF CHINA 137 

at Chengning and then turns west to Ningchow. From 
Ningchow, it follows the Hwan Valley along the left 
bank of the river up to Kingyangfu and Hwanhsien, 
where it leaves the bank and proceeds to Tsingping and 
Pingyuan, where it meets the Hwan River again and 
follows that valley up to the watershed. After crossing 
the watershed, it proceeds to Lingchow, then across the 
Hoangho to Ninghsia. This line covers a distance of 
about 400 miles and passes through a rich mineral and 
petroleum country. 

h. The Sian-Hankow Line 

This is a very important line connecting the richest 
portion of the Hoangho Valley with the richest portion 
of the central section of the Yangtze Valley. It starts 
from Sian on the track of line (a), crosses the Tsingl- 
ing and descends the Tankiang Valley as far as 
Sichwan. At this point, it branches off southward 
across the border into Hupeh, and following the left 
bank of the Han River, passes Laohokow to Fencheng, 
opposite Siangyang. After Fencheng, it follows con- 
tinuously the same bank of the Han River to Anlu, 
thence proceeding in a direct line southeastward to 
Hanchwan and Hankow. This line is about 300 miles 
long. 

i. The Sian-Chungking Line 

This line starts from Sian almost directly southward, 
crosses the Tsingling Mountain into the Han Valley, 



138 THE INTERNATIONAL 

passes through Ningshen, Shihchuan, and Tzeyang, 
ascends the Jenho Valley across the southern border of 
Shensi into the province of Szechwan at Tachuho. 
Then crossing the watershed of the Tapashan into the 
Tapingho Valley, it follows that valley down to Suiting 
and Chuhsien. Thence it turns to the left side of the 
valley to Linshui and follows the trade road to Kiang- 
peh and Chungking. The entire distance of this line is 
about 450 miles through a very productive region and 
rich timber land. 

j. The Lanchow-Chungking Line 

This line starts from Lanchow southwestward and 
follows the same route as line (a) as far as Titao. 
Thence, it branches off and ascends the Taoho Valley 
across the Minshan watershed into the Heishui Valley 
following it down to Kiaichow and Pikow. After 
Pikow, it crosses the Kansu border into Szechwan and 
proceeds to Chaohwa, where the Heishuiho joins the 
Kialing. From Chaohwa, it follows the course of the 
Kialing River down to Paoning, Shunking, Hochow, 
and Chungking. The line is about 600 miles long, 
running through a very productive and rich mineral 
land. 

k. The Ansichow-Iden line 

This line passes through the fertile belt of land 
between the Gobi Desert and the Altyntagh Mountain. 
Although this strip of land is well watered by numerous 



DEVELOPMENT OF CHINA 139 

mountain streams yet it is very sparsely populated, 
owing to the lack of means of communication. When 
this line is completed, this strip of land will be most 
valuable to Chinese colonists. The line starts from 
Ansichow westward to Tunhwang, and skirts the 
southern edge of the Lobnor Swamp to Chochiang. 
From Chochiang, it proceeds in the same direction via 
Cherchen to Iden where it connects with the terminus 
of the Northwestern System. With this System, it 
forms a continuous and direct line from the Great 
Eastern Port to Kashgar at the extreme west end of 
China. This line from Ansichow to Iden is about 800 
miles in length. 

1. The Chochiang-Koria Line 

This line runs across the desert alongside the lower 
part of the Tarim River. The land on both sides of the 
line is well watered and will be valuable for colonization 
as soon as the railroad is completed. This line is about 
250 miles in length and connects with the line that runs 
along the northern edge of the desert. It is a short cut 
between fertile lands on the two sides of the desert. 

m. The Great Northern Port-Hami Line 

This line runs from the Great Northern Port in a 
northwesterly direction by way of Paoti and Siangho 
to Peking. From Peking it runs on the same track 
with the Peking- Kalgan Railway to Kalgan, where it 



140 



HE INTERNATIONAL 



ascends the Mongolian Plateau. Then it follows the 
caravan road northwestward to Chintai, Bolutai, Sessy, 
and Tolibulyk. From Tolibulyk, it takes a straight line 
westward crossing the prairie and desert of both the 
Inner and Outer Mongolia to Hami where it connects 
with the Great Eastern Port-Tarbogotai line which 
runs almost directly west to Urumochi, the capital of 
Sinkiang. Thus, it will be the direct line from 
Urumochi to Peking and the Great Northern Port. 
This line is about 1,500 miles in length, the greater part 
of which will run through arable land and so when it 
is completed it will form one of the most valuable rail- 
ways for colonization. 

n. The Great Northern Port-Sian Line 



This line will run westward from the Great Northern 
Port to Tientsin. From here it runs southwestward to 
Hokien, passing through Tsinghai and Tachen. From 
Hokien, it runs more westerly to Shentseh, Wuki, and 
Chengting where it joins the Chengtai line as well as 
crosses the Kinhan line. From Chengting it takes the 
same road as the narrow gauge Chengtai line which 
has to be reconstructed into standard gauge so as to 
facilitate through trains to Taiyuan and farther on. 
From Taiyuan it runs southwestward to Kiaocheng, 
Wenshui, Fenchow, Sichow, and Taning. After Tan- 
ing it turns westward and crossing the Hoangho, it 
turns southwestward to Yichwan, Lochwan, and 
Chungpu where it joins the Sian-Tatung line and 



DEVELOPMENT OF CHINA 141 

runs on the same tracks to Sian. Its length is about 
700 miles over very rich and extensive iron, coal, and 
petroleum fields, as well as productive agricultural 
lands. 

o. The Great Northern Port-Hankow Line 

This line starts from the Great Northern Port skirt- 
ing the coast to Petang, Taku, and Chikow, thence to 
Yenshan and crosses the Chili border into Shantung 
at Loling. From Loling, it goes to Tehping, Linyi and 
Yucheng where it crosses the Tientsin-Pukow line, 
proceeds to Tungchang and Fanhsien, and then crosses 
the Hoangho to Tsaochow. After Tsaochow it passes 
the Shantung border into Honan, crossing the Hailan 
line to Suichow. From Suichow it proceeds to Taikang 
where it crosses line (c), then to Chenchow and Chow- 
kiakow where it crosses line (d) and thence to Siang- 
cheng, Sintsai, Kwangchow, and Kwangshan. After 
Kwangshan it crosses the boundary mountain into 
Hupeh, passing through Hwangan to Hankow. This 
line is about 700 miles long, running from the Great 
Northern Port to the commercial center of central 
China. 

p. The Hoangho Port-Hankow Line 

This line starts from the Hoangho Port in a south- 
westerly direction to Pohsing, Sincheng, and Chang- 
shan, then across the Kiauchow-Tsinan line to Poshan. 
Thence it ascends the watershed into the Wen Valley 
to Taian where it crosses the Tientsin-Pukow line to 



142 



THE INTERNATIONAL 



Ningyang and Tsining. From Tsining it proceeds in a 
straight line southwestward to Pochow in Anhwei, 
and Sintsai in Honan. At Sintsai it joins the Great 
Northern Port-Hankow line to Hankow. The distance 
of this line from the Hoangho Port to Sintsai is about 
400 miles. 

q. The Chefoo-Hankow Line 

This line starts at Chef 00 on the northern side of 
the Shantung Peninsula and crosses that Peninsula to 
Tsimo, on the southern side, via Laiyang and Kinkia- 
kow. From Tsimo it proceeds southwestward across 
the shallow mud flat at the head of Kiauchow Bay in a 
straight line to Chucheng. After Chucheng it crosses 
the watershed into the Shuho Valley to Chuchow and 
Ichow, then proceeds to Hsuchow where it meets the 
Tientsin-Pukow line and the Hailan line. From 
Hsuchow it runs on the same track with the Tientsin- 
Pukow line as far as Suchow in Anhwei, then branches 
off to Mongcheng and Yinchow, and crosses the border 
into Honan at Kwangchow, where it meets the Great 
Northern Port-Hankow line and proceeds together to 
Hankow. This line from Chefoo to Kwangchow is 
about 550 miles in length. 

r. The Haichow-Tsinan Line 

This line starts from Haichow following the Linhung 
River to Kwantunpu, then turns westward to Ichow. 
From Ichow it turns first northward then northwest- 
ward, passing by Mongyin and Sintai to Tai-an. At 






DEVELOPMENT OF CHINA 143 

Tai-an it joins the Tsinpu line and proceeds in the same 
track to Tsinan. This line covers a distance, from 
Haichow to Tai-an, of about no miles, tapping the 
coal and iron fields of southern Shantung. 

s. The Haichow-Hankow Line 

This line starts at Haichow in a southwesterly direc- 
tion, goes to Shuyang and Sutsien, probably in the 
same route as the projected Hailan line. From Sutsien 
it proceeds to Szechow and Hwaiyuan, where it crosses 
the Great Eastern Port Urga and Uliassutai lines. 
After Hwaiyuan it goes to Showchow and Chenyang- 
kwan, thence continuing in the same direction across 
the southeastern corner of Honan and the boundary 
mountain into Hupeh, proceeds to Macheng and Han- 
kow, covering a distance of about 400 miles. 

t. The Haichow-Nanking Line 

This line goes from Haichow southward to Antung 
then inclining a little south to Hwaian. After Hwaian 
it crosses the Paoying Lake (which will be reclaimed 
according to the regulation of the Hwaiho in Part IV, 
Program II) to Tienchang and Luho, thence to Nan- 
king. Distance, about 180 miles. 

u. The Sinyangkang-Hankow Line 

This line starts from Sinyangkang to Yencheng, then 
crossing the Tasung Lake (which will be reclaimed) to 



144 THE INTERNATIONAL 

Hwaian. From Hwaian it turns southwestward pass- 
ing over the southeastern corner of the Hungtse Lake 
(which will also be reclaimed) to Suyi, in Anhwei. 
After Suyi, it crosses the Tientsin-Pukow line near 
Mingkwang, to Tingyuen, where it meets lines (b) and 
(c). After Tingyuen, it proceeds to Lu-an and Hwo- 
shan, then crosses the boundary mountain into Hupeh 
passing through Lotien to Hankow, a distance of about 
420 miles. 



v. The Luszekang-Nanking Line 

This line starts at Luszekang, a fishing harbor to be 
constructed at the extremity of the northern point of 
the Yangtze Estuary. From Luszekang it proceeds 
westward to Tungchow where it turns northwestward 
to Jukao, and then westward to Taichow, Yangchow, 
Luho, and Nanking. This line is about 200 miles long. 



w. The Coast Line 

This line starts at the Great Northern Port, and fol- 
lows the Great Northern Port-Hankow line as far as 
Chikow, where it begins its own line. Keeping along 
the coast, it crosses the Chili border to the Hoangho 
Port, in Shantung, then proceeds to Laichow where it 
takes a straight cut away from the coast to Chaoyuan 
and Chef 00, thus avoiding the projected Chef 00- 
Weihsien line. From Chef 00 it proceeds southeast- 



DEVELOPMENT OF CHINA 145 

ward through Ninghai to Wenteng, where one branch 
runs to Jungcheng and another to Shihtao. The main 
line turns southwestward to Haiyang and Kinkiakow, 
where it joins the Chefoo-Hankow line, and follows 
it as far as the western side of Kiauchow Bay, thence 
southward to Lingshanwei. From Lingshanwei the 
line proceds southwestward along the coast to Jichao, 
and crosses the Shantung border into Kiangsu, passing 
Kanyu to Haichow. Thence it proceeds southeastward 
to Yencheng, Tungtai, Tungchow, Haimen, and Tsung- 
ming Island which will be connected with the mainland 
by the regulation works of Yangtze embankment. 
From Tsungming trains can be ferried over to Shang- 
hai. This line from Chikow to Tsungming is about 
1,000 miles in length. 

x. The Hwoshan-Wuhu-Soochow-Kashing Line 

This line starts from Hwoshan to Shucheng and 
Wuwei, then across the Yangtze River to Wuhu. After 
Wuhu it goes to Kaoshun, Liyang, and Ihing, then 
crosses over the northern end of Taihu (which will 
be reclaimed) to Soochow, where it meets the Shang- 
hai-Nanking line. From Soochow it turns southward 
to Kashing on the Shanghai-Hangchow line. This 
line runs over very populous and rich districts 
of Anhwei and Kiangsu provinces, covering a 
distance of about 300 miles, which will form the 
greater part of the shortest line from Shanghai to 
Hankow. 



146 THE INTERNATIONAL 

PART II 
The Southeastern Railway System 

This system covers the irregular triangle which is 
formed by the Coast line between the Great Eastern 
and the Great Southern Ports, as the base, by the 
Yangtze River from Chungking to Shanghai, as one 
side, and by line (a) of the Canton-Chungking Railway 
as the other side, with Chungking as the apex. This 
triangle comprises the provinces of Chekiang, Fukien, 
and Kiangsi, and a part respectively of Kiangsu, 
Anhwei, Hupeh, Hunan, and Kwangtung. This region 
is very rich in mineral and agricultural products, es- 
pecially iron and coal deposits which are found every- 
where. And the whole region is thickly populated. 
So railway construction will be very remunerative. 

With the Great Eastern Port and the Great South- 
ern Port and the second- and third-class ports that lie 
between the two as termini of this system of railroads, 
I propose that the following lines be constructed : 

a. The Great Eastern Port-Chungking Line. 

b. The Great Eastern Port-Canton Line. 

c. The Foochow-Chinkiang Line. 

d. The Foochow- Wuchang Line. 

e. The Foochow-Kweilin Line. 

f . The Wenchow-Shenchow Line. 

g. The Amoy-Kienchang Line, 
h. The Amoy-Canton Line. 

i. The Swatow-Changteh Line. 



DEVELOPMENT OF CHINA 147 

j. The Nanking-Siuchow Line. 

k. The Nanking-Kaying Line. 

1. The Coast Line between the Great Eastern 

and Great Southern Ports. 
m. The Kienchang-Yuanchow Line. 

a. The Great Eastern Port-Chungking Line 

This line connects the commercial center of western 
China — Chungking — with the Great Eastern Port in 
almost a straight route south of the Yangtze River. It 
starts from the Great Eastern Port and goes to Hang- 
chow, then through Linan, Ghanghwa, to Hweichow, 
in Anhwei. From Hweichow it proceeds to Siuning 
and Kimen, then crosses the border into Kiangsi and 
passing Hukow reaches Kiukiang. From Kiukiang it 
follows the right bank of the Yangtze, crosses the 
Hupeh border to Hingkwochow and then proceeds to 
Tungshan and Tsungyang, where it passes over the 
border to Yochow in Hunan. From Yochow it takes 
a straight line across the Tungting Lake (which will 
be reclaimed) to Changteh. From Changteh it pro- 
ceeds up the Liu Shui Valley, passing through Tzeli, 
and crossing the Hunan border to Hofeng, in Hupeh 
and then to Shinan and Lichwan. At Shinan a branch 
should be projected northeastward to Ichang, and at 
Lichwan another branch should be projected northwest- 
ward to Wanhsien, both on the left side of the Yangtze 
River. After Lichwan it crosses the Hupeh border 
into Szechwan, passing Shihchu to Foochow, then 



148 THE INTERNATIONAL 

passes the Wukiang and proceeds along the right side 
of the Yangtze River as far as lines (a) and (b) of the 
Canton-Chungking Railway and then crosses together 
on the same bridge to Chungking on the other side 
of the river. The length of this line including branches, 
is about 1,200 miles. 

b. The Great Eastern Port-Canton Line 

This is a straight line from one first-class seaport to 
another. It starts from the Great Eastern Port and 
goes to Hangchow, then turning southwestward, fol- 
lows the left bank of the Tsien Tang River through 
Fuyang, Tunglu to Yenchow and Chuchow. Then it 
proceeds across the Chekiang-Kiangsi border to 
Kwangsin. From Kwangsin it goes through Shang- 
tsing and Kinki to Kienchang, then proceeds to Nan- 
feng, Kwangchang, and Ningtu. After Ningtu it 
proceeds to Yutu, Sinfeng, Lungnan, and crossing the 
boundary mountain of Kiangsi and Kwangtung, to 
Changning. Thence via Tsungfa it goes to Canton, 
covering a distance of about 900 miles. 

c. The Foochow-Chinkiang Line 

This line starts from Foochow, goes by way of 
Loyuan and Ningteh to Fuan, and then proceeds across 
the Fukien-Chekiang border to Taishun, Kingning, 
Yunho, and Chuchow. Thence it proceeds to Wuyi, 
Yiwu, Chukih, and Hangchow. After Hangchow it 



DEVELOPMENT OF CHINA 149 

goes to Tehtsing and Huchow and then crosses the 
Chekiang border into Kiangsu. Then it proceeds by 
way of Ihing, Kintan, and Tanyang to Chinkiang. This 
line is about 550 miles in length. 

d. The Foochow-Wuchang Line 

This line starts from Foochow and following the 
left bank of the Min River and passing Shuikow and 
Yenping reaches Shaowu. After Shaowu, it proceeds 
across the Fukien border into Kiangsi and then passes 
through Kienchang and Fuchow to Nanchang, the 
capital of Kiangsi. From Nanchang it proceeds to 
Hingkwo, in Hupeh, and passes on to Wuchang, the 
capital of Hupeh. It covers a distance of about 550 
miles. 

e. The Foochow-Kweilin Line 

This line starts from Foochow, crosses the Min 
River and proceeds by way of Yungfu, Tatien, Ning- 
yang, and Liencheng to Tingchow. Thence it crosses 
the Fukien-Kiangsi border to Shuikin. From Shuikin 
it proceeds to Yutu and Kanchow and then to Shang- 
yiu and Chungyi. After Chungyi it crosses the 
Kiangsi-Hunan border to Kweiyanghsien and Chen- 
chow, where it crosses the Canton-Hankow line to 
Kweiyangchow. Thence it continues to Sintien, Ning- 
yuan, and Taochow, where it meets lines (a) and (b) 
of the Canton-Chungking Railway. After Taochow it 
turns southward following the Taoho Valley to the 



150 THE INTERNATIONAL 

Kwangsi border and then crossing it, proceeds to 
Kweilin. This line covers a distance of about 750 
miles. 

f. The Wenchow-Shenchow Line 

This line begins from the new Wenchow Port and 
follows the left bank of the Wukiang as far as Tsing- 
tien. From Tsingtien it proceeds to Chuchow and 
Suenping and turns westward across the Chekiang 
border to Yushan in Kiangsi. After Yushan it goes to 
Tehsing, Loping, and then skirting the southern shore 
of Poyang Lake goes through Yukan to Nanchang, 
the capital of Kiangsi. From Nanchang it proceeds to 
Juichow, Shangkao, and Wantsai, then crosses the 
Kiangsi border to Liuyang in Hunan, and Changsha, 
the capital of Hunan. After Changsha it goes to Ning- 
siang, Anhwa, and Shenchow where it connects with 
line (a) of the Canton-Chungking Railway, and with 
the Shasi-Singyi line. This line covers a distance of 
about 850 miles. 

g. The Arnoy-Kienchang Line 

This line starts from the new port of Amoy and 
goes to Changtai, then following the Kiulungkiang to 
Changping, Ningyang, Tsingliu, and Kienning. After 
Kienning it proceeds across the Kiangsi border to 
Kienchang, where it connects with the Great Eastern 
Port-Canton line, the Foochow-Wuchang line, and the 
Kienchang- Yuanchow line. This line covers a distance 
of about 250 miles. 



DEVELOPMENT OF CHINA 151 

h. The Amoy-Canton Line 

This line starts at the new port of Amoy, and pro- 
ceeds to Changchow, Nantsing, and Siayang, where it 
crosses the Fukien border to Tapu, in Kwangtung. 
From Tapu it goes to Tsungkow, Kaying, Hinning, 
and Wuhwa. After Wuhwa it crosses the watershed 
between the Hankiang and the Tungkiang rivers to 
Lungchan, then following the Tungkiang down to Ho- 
yun, it crosses another watershed to Lungmoon, 
Tsengshin and Canton. This line covers a distance of 
about 400 miles. 

i. The Swatow-Changteh Line 

This line starts from Swatow, proceeds to Chao- 
chow, Kaying, and then crosses the Kwangtung border 
to Changning in Kiangsi. From Changning it crosses 
the watershed into Kungkiang Valley and follows that 
river down to Hweichang and Kanchow. From Kan- 
chow it proceeds to Lungchuan, Yungning, and 
Lienhwa, where it crosses the Kiangsi border into 
Hunan. After that, it proceeds to Chuchow and 
Changsha, the capital of Hunan. From Changsha it 
goes to Ningsiang, Yiyang, and Changteh where it 
ends, connecting with the Great Eastern Port-Chung- 
king line, and the Shasia-Singyi line. This line covers 
a distance of about 650 miles. 

j. The Nanking-Siuchow Line 

This line starts from Nanking and runs along the 
right bank of the Yangtze to Taiping, Wuhu, Tungling, 



152 THE INTERNATIONAL 

Chichow, and Tungliu. After Tungliu it passes over 
the Anhwei border into Kiangsi, at Pengtseh, and goes 
to Hukow. At Hukow it meets the Great Eastern 
Port-Chungking line and crosses the bridge together 
with that line to the projected Poyang Port. From the 
Poyang Port it runs along the west shore of the Poy- 
ang Lake through Nanking and Wucheng to Nanchang, 
where it meets the Wenchow-Shenchow and Foochow- 
Wuchang lines. From Nanchang it proceeds up the 
Kan Kiang Valley, via Linkiang to Kian, where it 
crosses the projected Kienchang-Yuanchow line. After 
Kian, it proceeds to Kanchow where it crosses the 
Foochow-Kweilin line. Thence it goes to Nankangh- 
sien and Nanan. After Nanan it crosses the boundary 
mountain, Tayuling, into Kwangtung at Nanyung, 
thence passes through Chihing to Siuchow, where it 
meets the Canton-Hankow line. This line covers a dis- 
tance of about 800 miles. 

k. The Nanking-Kaying Line 

This line starts from Nanking, proceeds to Lishui 
and Kaoshun and then crosses the Kiangsu border into 
Anhwei at Suencheng. From Suencheng it proceeds to 
Ningkwo and Hweichow. After Hweichow it crosses 
the Anhwei border into Chekiang, passing through 
Kaihwa, Changshan, and Kiangshan, and leaving Che- 
kiang enters Fukien at Pucheng. From Pucheng it 
proceeds via Kienningfu to Yenping where it crosses 
the Foochow-Wuchang line and then goes through 



DEVELOPMENT OF CHINA 153 

Shahsien and Yungan to Ningyang, where it meets the 
Foochow-Kweilin and Amoy-Kienchang lines. From 
Ningyang it proceeds to Lungyen and Yungting, then 
joining the Amoy-Canton line at Tsungkow proceeds 
together to Kaying, its terminus. This line runs over 
a distance of about 750 miles. 

1. The Coast Line Between the Great Eastern and the 
Great Southern Ports 

This line starts from the Great Southern Port — Canton 
— proceeds in the same direction as the Canton-Kow- 
loon line as far as Shelung and then goes its own way 
following the course of the Tungkiang River to Wai- 
chow. From Waichow it proceeds to Samtochuck, 
Haifung, and Lukfung, then turning northeastward 
goes to Kityang and Chaochow. After Chaochow it 
goes to Jaoping, then crossing the Kwangtung-Fukien 
border to Chaoan. Thence it proceeds to Yunsiao. 
Changpu, Changchow, and Amoy. From Amoy it 
proceeds to Chuanchow, Hinghwa, and Foochow, the 
capital of Fukien. After Foochow it proceeds in the 
same direction as the Foochow-Chinkiang line, as far 
as Fuan, then turns eastward to Funing, and north- 
ward to Futing. After Futing it crosses the Fukien 
border into Chekiang and proceeds through Pingyang 
to Wenchow. At Wenchow it crosses the Wukiang 
and proceeds to Lotsing, Hwangyen, and Taichow. 
Thence, it proceeds through Ninghai to Ningpo, its 
own terminus, where it connects with the Ningpo- 



154 THE INTERNATIONAL 

Hangchow line, thus linking it up with the Great 
Eastern Port via Hangchow. This line covers a dis- 
tance from Canton to Ningpo of about 1,100 miles. 

m. The Kienchang-Yuanchow Line 

This line starts from Kienchang and runs through 
Yihwang, Loan, Yungfeng, and Kishui to Kian, where 
it crosses the Nanking- Siuchow line. After Kian it 
proceeds to Yungsin and Lienhwa where it meets the 
Swatow-Changteh line. Thence it crosses the Kiangsi 
border into Hunan, at Chaling, then through Anjen to 
Hengchow where it crosses the Canton-Hankow line. 
From Hengchow the line proceeds to Paoking where 
it crosses line (a) of the Canton-Chungking Railway 
then westward to Yuanchow, its terminus, where it 
joins with the Shasi-Singyi line. This line covers a 
distance of about 550 miles. The total length of this 
Southeastern Railway System is about 9,000 miles. 

PART III 
The Northeastern Railway System 

This system will cover the whole of Manchuria, a 
part of Mongolia, and a part of Chihli province — an 
area of nearly 500,000 square miles, with a population 
of 25,000,000. This region is surrounded by moun- 
tains on three sides and opens on the south to the Liao- 
tung Gulf. Amidst these three mountain ranges lies 



DEVELOPMENT OF CHINA 155 

a vast and fertile plain drained by three rivers — the 
Nonni on the north, the Sungari on the northeast, and 
the Liaoho on the south. This part of China was once 
regarded as a desert, but since the completion of the 
Chinese Eastern Railway it has been found to be the 
most productive soil in China. It supplies the whole of 
Japan and a part of China with nitrogenous food in 
the form of soya bean. This bean, the wonderful 
properties of which were early discovered by the Chi- 
nese, contains the richest nitrogenous substance among 
vegetables and has been used as a meat substitute for 
many thousand years. Vegetable milk is extracted 
from this bean, and from this milk various kinds of 
preparations are made. The extraction from this bean 
has been proved by modern chemists to be richer than 
any kind of meat. The Chinese and the Japanese have 
used this kind of artificial meat and milk from time 
immemorial. Recently food administrators in Europe 
and America have paid great attention to this meat 
substitute, while the export of soya bean to Europe 
and America has steadily increased. This Manchu- 
Mongolian plain is destined to be the source of the 
world's supply of soya bean. Besides soya bean, this 
plain also produces a great quantity of various kinds 
of grains, and supplies the entire Eastern Siberia with 
wheat. The Manchurian mountains are exceedingly 
rich in timber and minerals — gold being especially 
found in great quantities in many localities. 

Railway construction in this region has proved to be 
a most profitable undertaking. At present there are 



156 THE INTERNATIONAL 

already three railway systems tapping this rich country, 
viz., the Peking-Mukden line, the best paying railroad 
in China, the Japanese South-Manchurian Railway, 
also a very remunerative line, and the Chinese Eastern 
Railway, the best paying portion of the whole Siberian 
system. Besides these, there are many lines projected 
by the Japanese. In order to develop this rich region 
properly a network of railways should be projected. 

Before dealing with the separate lines of this net- 
work of railways, I should like to propose a center for 
them, just as the spider's nest is to a cobweb. I shall 
name this central city "Tungchin," the Eastern Mart, 
which should be situated at a point southwest of the 
junction of the Sungari and Nonni rivers, about no 
miles west by south from Harbin, and will be in a 
more advantageous position than the latter. This new 
city will be the center not only of the railway system but 
also of the inland water communication when the 
Liaoho-Sungari Canal is completed. 

With the projected city of Tungchin as a center, I 
propose the following lines : 

a. The Tungchin-Hulutao line. 

b. The Tungchin-Great Northern Port line. 

c. The Tungchin-Dolon Nor line. 

d. The Tungchin-Kerulen line 

e. The Tungchin-Moho line. 

f. The Tungchin-Korfen line. 

g. The Tungchin-Yaoho line. 
h. The Tungchin- Yenchi line. 



DEVELOPMENT OF CHINA 157 

i. The Tungchin-Changpeh line. 

j. The Hulutao-Jehol-Peking line, 

k. The Hulutao-Kerulen line. 

1. The Hulutao-Hailar line, 

m. The Hulutao-Antung line, 

n. The Moho-Suiyuan line, 

o. The Httma-Chilalin or Shihwei line. 

p. The Ussuri-Tumen-Yalu-Coast line, 

q. The Linkiang-Dolon Nor line, 

r. The Chikatobo-Sansing or Ilan line. 

s. The Sansing or Ilan-Kirin line, 

t. The Kirin-Dolon Nor line. 

a. The Tungchin-Hulutao Line 

This is the first line that radiates from this projected 
Manchurian railway center, and is the shorter of the 
two direct lines that lead to the ice- free ports on the 
Liaotung-Chihli Gulf. It runs almost parallel to the 
South Manchurian Railway, the distance between the 
two lines being about 80 miles at the northern end, con- 
verging to 40 miles at Sinmin, and diverging again 
after that point. According to the original agreement 
with the former Russian Government, no parallel line 
within Too miles was allowed to be built. But such 
restriction must be abolished under this new Interna- 
tional Development Scheme for the benefit of all con- 
cerned. This line starts from Tungchin, and proceeds 
southward across the vast Manchurian plain by Chang- 
ling, Shuangshan, Liaoyuan, and Kangping, to Sinmin 



158 THE INTERNATIONAL 






in a straight line covering a distance of about 270 miles. 
After Sinmin, the line joins the Peking-Mukden Rail- 
way and runs on the same track for a distance of 
about 130 miles to Hulutao. 

b. The Tungchin-Great Northern Port Line 

This line is the second that radiates from this rail- 
way center direct to a deep water ice-free seaport. It 
starts from Tungchin, proceeding in a southwesterly 
direction, passes Kwangan, midway between Tungchin 
and the West Liaoho, and many other small settlements 
before it crosses the Liaoho. After crossing the 
Liaoho, it enters the mountainous regions of the Jehol 
district by a valley to Fowsin, a hsien city, and crosses 
the watershed into the Talingho Valley. After pass- 
ing through the Talingho Valley, the line crosses 
another watershed into the Luan Valley by a branch of 
the same river. Then it penetrates the Great Wall and 
proceeds to the Great Northern Port by way of Yung- 
ping and Loting. The whole length of this line is 
about 550 miles, the first half of which is on level 
land and the second half in mountainous country. 

c. The Tungchin-Dolon Nor Line 

This is the third line that radiates from the railway 
center and proceeds nearly in a westerly direction across 
the plain to Taonan where it crosses the projected 
Aigun- Jehol line (Japanese), and also meets the ter- 



DEVELOPMENT OF CHINA 159 

mini of two other projected lines, the Changchun-Tao- 
nan and the Tsengkiatun-Taonan (Japanese). After 
Taonan, the line turns more southward by skirting 
along the foothills of the southeastern side of the 
Great Khingan range where vast virgin forests and 
rich minerals are found. Then it passes through the 
upper Liaoho Valley formed by the Great Khingan 
Mountain on the north, and the Jehol Mountain on the 
south and through the towns of Linsi and Kingpang 
to Dolon Nor, where it meets the trunk line of the 
Northwestern Railway system. This line covers a 
distance of about 480 miles, a greater part of which 
is on level land. 

d. The Tungchin-Kerulen Line 

This is the fourth line that radiates from the Tung- 
Chin Railway center. It runs in a northwesterly direc- 
tion almost parallel with the Harbin-Manchuli line of 
the Chinese Eastern Railway, the distance between the 
two lines varying from 100 to 130 miles. The line 
starts from Tungchin on the north side of the junction 
of the Nonni and Sungari rivers and proceeds west- 
ward across the Nonni River to Talai, and then turns 
northwestward across the plain into the valley of the 
north branch of the Guileli River. After entering the 
valley, it follows the stream up to its source, then 
crosses the Great Khingan Mountain watershed into the 
Mongolian Plain by the Khalka River, and follows the 
right bank of this river to the north end of Bor Nor 



160 THE INTERNATIONAL 

Lake. Thence it turns directly westward to the Keru- 
len River, and follows the south bank of the river to 
Kerulen. This line covers a distance of about 630 
miles. 

e. The Tungchin-Moho Line 

This is the fifth line that radiates from this railway 
center. It starts from the north side of the junction 
of the Nonni and Sungari rivers, and proceeds north- 
westward across the northern end of the Great Man- 
churian Plain to Tsitsiha. At Tsitsiha, it joins the 
projected Kinchow-Aigun line and proceeds together 
northwestward alongside the left bank of the Nonni 
River as far as Nunkiang where it separates from the 
other. Thence it resumes the northwesterly direction 
and proceeds into the upper Nonni Valley until the 
headwater is reached. Then it crosses the northern 
extremity of the Great Khingan Range to Moho, 
where it joins the terminus of the Dolon Nor-Moho 
line. This line is about 600 miles long. About a 
quarter of this length runs on the plain, the second 
quarter runs along the lower Nonni Valley, the third 
along the Upper Valley, and the fourth runs in moun- 
tainous but gold-bearing regions, where only physical 
difficulties are to be expected. 

f. The Tungchin-Korfen Line 

This is the sixth line from the railway center. It 
also starts on the northern side of the Nonni-Sungari 



DEVELOPMENT OF CHINA 161 

junction, and proceeds across the plain by the cities 
Chaotung and Tsingkang. After Tsingkang it crosses 
the Tungkun River, proceeds to Hailun, and then, 
ascending the Tungkun Valley, crosses the watershed 
of the Little Khingan Mountain. Thence it descends 
into the Korfen Valley and proceeds by Chelu to 
Korfen on the right bank of the Amur River. This 
line covers a distance of 350 miles, two thirds of which 
run on comparatively level land and one third in moun- 
tainous district. This is the shortest line from Tung- 
chin to the Amur River and the Russian territory on 
yonder side. 

g. The Tungchin-Yaoho Line 

This is the seventh line that radiates from this rail- 
way center. It starts from the northern side of the 
Nonni-Sungari junction and traverses the plain on the 
left of the Sungari River by Chaochow, then crosses 
the Chinese Eastern Railway, and the Hulan River to 
Hulan. After Hulan, it proceeds to Payen, Mulan, 
and Tungho, then crosses the Sungari River to San- 
sing, now called Ilan. Thence it proceeds into the 
Wokan Valley and crosses the watershed by Chihsing- 
shitse and Takokai into the Noloho Valley and passing 
by various villages and towns along this river to 
Yaohohsien, ends at the junction of the Noloho and 
the Ussuri River. This line covers a distance of 500 
miles in very fertile country. 



1 62 THE INTERNATIONAL 

h. The Tungchin-Yenchi Line 

This is the eighth line that radiates from this railway 
center. It starts from the eastern side of the Nonni- 
Sungari junction and proceeds in a southeasterly direc- 
tion on the right side of the Sungari River to Fuyu 
or Petunai and various towns along the road on the 
same side of the river until it comes across the Harbin- 
Talien Railway, then turns away from the road and 
proceeds eastward to Yushu and Wuchang. After 
Wuchang, the line turning more southward, proceeds 
to Fengtechang and then follows the same direction to 
Omu. At Omu, it crosses the Mutan River, then 
proceeds to Liangshuichuan and Shehtauho, where it 
joins the Japanese Hweining-Kirin line and proceeds 
together to Yenchi. This line covers a length of about 
330 miles through very rich agricultural and mineral 
country. 

i. The Tungchin-Changpeh Line 

This is the ninth line that radiates from the Tung- 
chin railway center. It starts from the south side of 
the Nonni-Sungari junction and proceeds in a south- 
easterly direction across the plain to Nungan. After 
Nungan, it crosses the Itung River and proceeds con- 
tinuously in the same direction across several branches 
of the same river to Kiudaichan, where it joins the 
Changchun-Kirin line and proceeds together as far as 
Kirin. After Kirin, it goes its own way following the 



DEVELOPMENT OF CHINA 163 

right bank of the Sungari River in a southeasterly 
direction to the junction of Lafaho River and turns 
southward along the same bank of the Sungari to 
Huatien. After Huatien, it continues in the same 
course up to Toutaokiang, as far as Fusung, then turns 
southeastward into the Sunghsiangho Valley and 
proceeds upward to the Changpeh Shan watershed by 
skirting the south side of the Celestial Lake, then turns 
southward following the Aikiang River to Changpeh 
on the Korean frontier. This line covers a distance 
of about 330 miles. Some great difficulties are to be 
overcome in the last portion of the line where it crosses 
the Changpeh watershed. 

j. The Hulutao-Jehol-Peking Line 

With this line I shall begin to deal with a new group 
of the Northeastern Railway System which will make 
Hulutao, the ice- free port on the Liaotung Gulf as 
their center and terminus. This, the first line, starts 
from Hulutao and proceeds westward up the Shaho 
Valley to Sintaipienmen. Thence it crosses the moun- 
tainous district through Haiting, Mangniuyingtse, and 
Sanshihkiatse to Pingchuan, and continues in the same 
direction to Jehol or Chengteh. After Jehol, it 
proceeds by the old imperial highway to Lwanping, 
then turns southwestward to Kupehkow where it 
penetrates the Great Wall. Thence it follows the same 
highway through Miyun and Shunyi to Peking. This 
line covers a distance of about 270 miles. 



1 64 THE INTERNATIONAL 

k. The Hulutao-Kerulen Line 

This is the second line of the Hulutao radiation. It 
starts from this seaport and proceeds northward 
through the mountainous region of Jehol by Kienping 
and Chihfeng. Thence, the line follows the highway 
across the Upper Valley of Liaoho to Chianchang, 
Sitoo, Takinkou, and Linsi. After Linsi, it proceeds 
up the Lukiako Valley and crosses the watershed at the 
southern extremity of the Great Khingan Mountain, 
through Kanchumiao and Yufuchih. Then it pro- 
ceeds to Payenbolak, Uniket, and Khombukure where 
it joins with the Dolon Nor-Kerulen line and proceeds 
together to Kerulen. This line up to Khombukure 
covers a distance of about 450 miles, tapping a very 
rich mineral, timber, and agricultural country. 

1. The Hulutao-Hailar Line 

This, the third line, starts from Hulutao and pro- 
ceeds by way of Chinchow along the west side on the 
Talingho River to Yichow, where it crosses the 
Talingho to Chinghopienmen and Fowsin. After 
Fowsin, the line goes northward to Suitung, thence, 
crossing the Siliaoho to Kailu, it proceeds between the 
Great and Little Fish Lakes to Kinpan and Tachuan. 
Then it proceeds across the Great Khingan Mountain 
into the Oman Valley and follows the same river to 
Hailar. This line covers a distance of about 600 miles 
passing through rich mineral and agricultural land and 
virgin forests. 



DEVELOPMENT OF CHINA 165 

m. The Hulutao-Antung Line 

This, the fourth line, starts from Hulutao and pro- 
ceeding northeastward, follows the course of the 
projected Liaoho-Hulutao Canal, and then goes east- 
ward to Newchwang and Haicheng. From there it 
proceeds southeastward to Sinmuchen, where it joins 
the Antung-Mukden line and proceeds together to 
Antung on the Korean border. This line covers a 
distance of about 220 miles. This together with the 
Hulutao-Jehol-Peking line will make the shortest line 
from Antung and beyond, i. e., Korea, to Peking. 

n. The Moho-Suiyuan Line 

With this as the first I am going to deal with another 
group of lines in this system. These will be the 
circumferential lines which link up the radii from the 
Tungchin center in two semicircles, the outer and the 
inner. This Moho-Suiyuan line starts from Moho and 
proceeds along the right bank of the Amur River to 
Ussuri, Omurh, Panga, Kaikukang, Anlo, and Woshi- 
men. After this point, the river bends more southward 
and the line follows the same bend to Ankan, 
Chahayen, Wanghata, and Huma. From Huma, it 
proceeds to Sierhkenchi, Chila, Manchutun, Heiho, 
and Aigun where it meets the terminus of the Chin- 
chow- Aigun line. After Aigun, the line turns more 
eastward to Homolerhchin, Chilirh, and Korfen where 
it meets the terminus of the Tungchin-Korfen line. 



1 66 THE INTERNATIONAL 

Thence it proceeds to Wuyun, Foshan, and Lopeh. 
After Lopeh, it goes to Hokang at the junction of the 
Amur and Sungari. At this point, the line crosses the 
Sungari River to Tungkiang and proceeds to Kaitsing- 
kow, Otu, and Suiyuan where it ends. This line covers 
a distance of 900 miles running all its way through the 
gold-producing region. 

o. The Huma-Chilalin or Shihwei Line 

This is merely a branch of the Moho-Suiyuan line. 
It starts from Huma and follows the Kumara River 
passing by the Taleitse Gold Mine and Wapalakow 
Gold Mine. Then it proceeds up the Kumara River 
in a westerly and southwesterly direction to its south- 
ern source and there it crosses the watershed into the 
Halarh Valley, thence descending the valley to Chilalin 
or Shihwei. This line covers a distance of about 320 
miles running in an extremely rich gold district. 

p. The Ussuri-Tumen-Yalu-Coast Line 

This, the second line of the outer semicircle, starts 
by continuing the first line at Suiyuan, and proceeds 
along the left bank of the Ussuri River, passing 
Kaulan, Fuyeu, and Minkang, to Yaoho, where it 
meets the terminus of the Tungchin- Yaoho line. From 
Yaoho, it runs parallel to the Russian Ussuri Railway 
on the east side of the river as far as Fulin. After 
Fulin, it parts from the Russian line by turning west- 



DEVELOPMENT OF CHINA 167 

ward following the Mulingho River to Mishan on the 
northwestern corner of the Hanka Lake. Thence it 
goes to Pinganchin, turns southward alongside the 
boundary line and crosses the Harbin- Vladivostok 
line at Siusuifen Station to Tungning. After Tung- 
ning, it continues the same southward course along- 
side the boundary line to a point between Szetaukow 
and Wutaukow, then turns westward to Hunchun, and 
northwestward to Yenchi where it meets the projected 
Japanese Hweining-Kirin line. From Yenchi, it fol- 
lows the Japanese line to Holung, and proceeds south- 
westward by the left side of the Tumen River across 
the watershed into the Yalu Valley, where it meets the 
Tungchin-Changpeh line. After Changpeh it turns 
westward and northwestward following the right bank 
of the Yalu to Linkiang, thence southwestward, still 
following the right bank of the Yalu, to Tsianhsien 
and then continues in the same direction, along the 
Yalu bank, to Antung, where it meets the Antung- 
Mukden Railway. After Antung, it proceeds to 
Tatungkow at the mouth of the Yalu, thence along 
the coast to Takushan and Chwangho, then westward 
through Situn and Pingfangtien to join the South 
Manchurian Railway at Wukiatun. This line covers 
a distance of 1,100 miles, which runs from end to end 
right along the southeastern boundary of Manchuria. 

q. The Linkiang-Dolon Nor Line 

This is the third line of the outer semicircle of the 
Tungchin railway center, and connects the radiating 



168 THE INTERNATIONAL 

lines south of the center. It starts from Linkiang at 
the south westward turn of the Yalu River, and pro- 
ceeds across the mountainous region passing by 
Tunghwa, Hingking, and Fushun, to Mukden, where 
it crosses the South Manchurian Railway. From 
Mukden, it goes together with the Peking-Mukden line 
as far as Sinmin, where it crosses the Tungchin- 
Hulutao line and proceeds northwestward through 
Sinlihtun to Fowsin. After Fowsin the line enters the 
hilly district of the upper Liaoho Valley, and proceeds 
to Chihfeng, after passing through numerous small 
villages and camping places in this vast pasture. After 
Chihfeng the line proceeds through the Yinho Valley 
by Sanchotien, Kungchuling, and Tachientse, to 
Famuku, thence follows the Tulakanho to Dolon Nor, 
covering a distance of about 500 miles. 

r. The Chikatobo-Sansing or Ilan Line 

This is the first line of the inner semicircle which 
connects the radiating lines from the Tungchin railway 
center on the northeast. It starts from Chikatobo on 
the upper reach of the Amur, and proceeds eastward 
and southeastward through many valleys and moun- 
tains of the Great Khingan Range to Nunkiang. After 
Nunkiang, it goes in a more southerly direction to 
Keshan, thence to Hailun, and then crosses the Sun- 
gar i to Sansing or Ilan. This line covers a distance of 
about 700 miles, passing through an agricultural and 
gold-producing country. 



DEVELOPMENT OF CHINA 169 

s. The Sansing or Ilan-Kirin Line 

This is the second line of the inner semicircle. It 
starts from Sansing and proceeds southwestward along 
the right bank of the Mutan River through Tauchan, 
Erchan, Sanchan, and Szuchan, to Chengtse where it 
crosses the Harbin- Vladivostok line. Then it goes to 
Ninguta, after crossing over the Mutan River from 
right to the left bank. After Ninguta it proceeds 
southwestward passing through Wungcheng, Lanchi- 
chan, Talachan, and Fungwangtien, to Omu. From 
Omu it joins the Japanese Hweining-Kirin line and 
proceeds westward to Kirin. This line covers a dis- 
tance of about 200 miles, along the fertile Mutan 
Valley. 

t. The Kirin-Dolon Nor Line 

This is the third line of the inner semicircle in the 
Tungchin system. It starts from Kirin and follows 
the old highway westward to Changchun where it 
meets the termini of the Chinese Eastern Railway from 
the north and the Japanese South Manchurian Railway 
from the south. After Changchun, it proceeds across 
the plain to Shuangshan where it meets the Tungchin- 
Hulutao line and the Japanese Szupingkai-Cheng- 
kiatun-Taonan line. From Shuangshan, it crosses the 
Liao River to Liaoyuan, thence it traverses the vast 
plain, crossing the Tungchin-Great Northern Port line 
and goes to Suitung where it meets the Hulutao-Hailar 
line. After Suitung, it proceeds up the Liao Valley 



170 THE INTERNATIONAL 

where it comes across the Hulutao-Kerulen line and 
then crosses the watershed to Dolon Nor where it ends. 
This line covers a distance of 500 miles. This com- 
pletes the cobweb system of the projected North- 
Eastern Railway. The total length of this entire 
system is about 9,000 miles. 

PART IV 
The Extension of the Northwestern Railway System 

The Northwestern Railway System covers the re- 
gion of Mongolia, Sinkiang, and a part of Kansu, an 
area of 1,700,000 square miles. This territory exceeds 
the area of the Argentine Republic by 600,000 square 
miles. Argentina is now the greatest source of the 
world's meat supply, while the Mongolian pasture is 
not yet developed, owing to the lack of transportation 
facilities. As Argentina has superseded the United 
States in supplying the world with meat, so the Mon- 
golian pasture will some day take the place of 
Argentina, when railways are developed and cattle 
raising is scientifically improved. Thus the construc- 
tion of railroads in this vast food-producing region is 
an urgent necessity as a means of relieving the world 
from food shortage. In the first program of this 
International Development Scheme, I proposed 7,000 
miles of railways for this vast and fertile region, for the 
purpose of developing the Great Northern Port, and 
relieving the congested population of southeastern 



DEVELOPMENT OF CHINA 171 

China. But this 7,000 miles of railways form merely 
a pioneer line. In order to develop this virgin con- 
tinent properly, more railways have to be constructed. 
Therefore in this plan, namely, the Extension of the 
Northwestern Railway System, I propose the follow- 
ing lines : 

a. The Dolon Nor-Kiakata line. 

b. The Kalgan-Urga-Tannu Ola line. 

c. The Suiyuan-Uliassutai-Kobdo line. 

d. The Tsingpien-Tannu Ola line. 

e. The Suchow-Kobdo line. 

f. The Northwestern Frontier line. 

g. The Tihwa or Urumochi-Ulankom line, 
h. The Gaskhiun-Tannu Ola line. 

i. The Uliassutai-Kiakata line, 

j. The Chensi or Barkul-Urga line, 

k. The Suchow-Urga line. 

1. The Desert Junction-Kerulen line, 

m. The Khobor-Kerulen-Chikatobo line, 

n. The Wuyuan-Taonan line. 

o. The Wuyuan-Dolon Nor line, 

p. The Yenki-Ili line, 

q. The Ili-Hotien line. 

r. The Chensi-Kashgar line and its branches. 

a. The Dolon Nor-Kiakata Line 

This line starts from Dolon Nor and proceeds in a 
northwesterly direction, following the caravan road 
across the vast pasture to Khorkho, Kuoto, and 



172 THE INTERNATIONAL 

Suliehto. After Suliehto, it crosses the boundary line 
into Outer Mongolia by the same road to Khoshentun, 
Lukuchelu, and Yangto. Thence it crosses the Kerulen 
River to Otukunkholato, and enters the hilly region 
where it crosses the Kerulen watershed and the Chikoi 
watershed. The water from the Kerulen watershed 
flows into the Amur, and thence into the Pacific Ocean, 
while the water from the Chikoi watershed flows into 
Lake Baikal, and thence to the Arctic Ocean. After 
crossing the Chikoi watershed, it follows a branch of 
the Chikoi River to Kiakata. This line covers a dis- 
tance of about 800 miles. 

b. The Kalgan-Urga-Tannu Ola Line 

This line starts from Kalgan at the Great Wall, and 
proceeds northwestward up the plateau, crosses a range 
of hills into the Mongolian prairie, and goes to 
Mingan, Boroldshi, Ude, and Khobor, where it crosses 
the Dolon Nor-Urumochi trunk line. After Khobor, 
it proceeds across the vast and rich pasture of Mubulan, 
then proceeds in a straight line through Mukata and 
Nalaiha to Urga. From Urga, it goes into the hilly 
district crossing Selenga Valley to a point opposite the 
southern end of Lake Kos Gol, and then turns north- 
ward across a range of mountains to Khatkhyl on the 
southern shore of Kos Gol. After Khatkhyl, it skirts 
Kos Gol Lake along the western shore for some dis- 
tance, then turns northwestward and westward, follow- 
ing the course of the Khua Kem River to a point near 






DEVELOPMENT OF CHINA 173 

its exit at the frontier line, then turns southwestward 
up the Kemtshik Valley to its headwater, passes 
through Pakuoshwo, and ends at the boundary line 
beween the Russian and Chinese territories. This line 
covers a distance of about 1,700 miles. 

c. The Suiyuan-Uliassutai-Kobdo Line 

This line starts from Suiyuan in the northwestern 
corner of Shansi, and proceeds in a northwesterly 
direction across the hilly country into the Mongolian 
pasture to Tolibulyk, where it crosses the Great North- 
ern Port-Hami line, and the Great Eastern Port-Urga 
line. After Tolibulyk, it proceeds in a straight line in 
the same direction passing through Barunsudshi to the 
capital of Tuchetu. Thence it continues in the same 
straight line northwestward to Gorida. After Gorida, 
it follows the caravan road to Kolitikolik where it 
crosses the Great Northern Port-Urumochi trunk 
line. From Kolitikolik, the line turns northwestward, 
then westward and proceeds across many streams and 
valleys and passes by many small towns to Uliassutai. 
At Uliassutai, it crosses the B. Junction-Frontier 
branch of the Great Eastern Port-Urumochi line. 
After Uliassutai, the line proceeds westward following 
the trade road, passes through Khuduku, Bogu, 
Durganor, and Sakhibuluk to Kobdo. Thence the line 
turns northwestward to Khonga, Ukha, and Clegei, 
then westward to Beleu and ends at the frontier. This 
line is about 1,500 miles long. 



174 THE INTERNATIONAL 

d. The Tsingpien-Tannu Ola Line 

This line starts from Tsingpien at the Great Wall, 
on the northern border of Shensi, proceeds through the 
Ordos country by Bonobalgasun, Orto, and Shinchao, 
and then crosses the Hoangho to Santaoho. From 
Santaoho, it proceeds across Charanarinula Mountain 
into Mongolian prairie in a northwesterly direction to 
Kurbansihata where it crosses the Peking-Hami line, 
then it goes to Unikuto and Enkin, where it crosses 
the Great Northern Port-Urumochi line. After Enkin, 
the line enters into a valley and watered district, pro- 
ceeds northward to Karakorum, and then turns north- 
westward across various streams and valleys of the 
tributary of the Selenga River by Sabokatai and 
Tsulimiau. After Tsulimiau, it proceeds in the same 
direction across the Selenga River, follows its branch, 
the Telgir Morin River, up to its source and crosses 
the watershed into Lake Teri Nor. Then it follows 
the outlet of the Teri Nor to the Khua Kem River, 
where it ends by joining the Kalgan Urga-Tannu Ola 
line. This line covers a distance of about 1,200 miles. 

e. The Suchow-Kobdo Line 

This line starts from Suchow in a northwesterly 
direction penetrating the Great Wall at Chiennew, and 
proceeds to the coal field, about 150 miles from Su- 
chow. Then it goes to Habirhaubuluk and Ilatoli. A 
short way from this place the line comes across the 



DEVELOPMENT OF CHINA 175 

Peking-Hami line and then proceeds to Balaktai. 
After this the line passes a bit of pure desert to Tim- 
enchi. After entering the hilly and watered country 
it proceeds to Gaskhium where it crosses the Great 
Northern Port-Urumochi trunk line. After Gaskhiun, 
it proceeds to Wolanhutok, Tabateng, and Tabutu 
where it joins the Kucheng and Kobdo highway and 
following it, proceeds to Kobdo, through Batokuntai 
and Sutai. Here the line ends, covering a distance of 
about 700 miles. 

f. The Northwestern Frontier Line 

This line starts from Hi following the Urumochi-Ili 
line to Santai, on the eastern side of Zairam Lake, then 
proceeds northeastward by itself to Tuszusai on the 
west side of Ebi Lake. After Tuszusai it proceeds to 
Toli where it crosses the Central Trunk line, that is, 
the Great Eastern Port-Tarbogotai line. Thence it 
goes to Namukotai and Stolokaitai by passing through 
a vast forest and a rich coal field. From Stolokaitai, 
the line follows the highway and proceeds to Chen- 
ghwaszu, the capital of Altai province. Thence it 
crosses a mountain range by the Urmocaitu Pass into 
the Kobdo Valley, and follows the course of the Kobdo 
River to Beleu where it joins the Suiyuan-Kobdo line 
and proceeds to Clegei. From Clegei, it proceeds by 
itself to Tabtu via Usungola and Ulamkom. At Tabtu, 
it joins the other line again and proceeds together to 
the Khua Kem River in the Tannu Ola district. It 



176 THE INTERNATIONAL 

then turns eastward ascending the river to the junction 
of the Bei Kem and Khua Kem rivers, then stjarts again 
on its own course, following the former river and pro- 
ceeds up to its source in a northeasterly direction end- 
ing at the frontier. This line covers a distance of about 
900 miles. 

g. The Tihwa or Urumochi-Ulankom Line 

This line starts from Tihwa following the Dolon 
Nor trunk line to Fowkang, then proceeds by its own 
route almost northward through Chipichuan to Khor- 
chute. From Khorchute, it turns northeastward and 
proceeds across a hilly district to Kaiche, then to 
Turhuta, where it crosses a branch line from Junction 
C. of the Great Northern Port-Urumochi line. After 
Turhuta, it turns northward, proceeds up the Pakan- 
ingale Valley to Zehoshita, and then crosses the Tilikta 
Pass. Thence it turns northeastward proceeding 
across the newly cultivated country to Kobdo. After 
Kobdo, it proceeds through a fertile plateau, by cross- 
ing many rivers and skirting many lakes to Ulankom, 
where it ends by joining the Northwestern Frontier 
line. It covers a distance of about 550 miles. 

h. The Gaskhiun-Tannu Ola Line 

This line starts from Gaskhiun and proceeds north- 
eastward across a hilly and watered country through 
Hatonhutuk and Talangjoleu, to Pornulu. After 
Pornulu, the line proceeds across the Sapkhyn Valley 



DEVELOPMENT OF CHINA 177 

by Huchirtu and Porkho to Uliassutai where it meets 
the Suiyuan-Kobdo, and the Great Eastern Port-Ulias- 
sutai lines. After Uliassutai, the line proceeds north- 
ward to a quite new country by first crossing the head- 
waters of Selenga, then the headwaters of the Tess 
River. In the Tess Valley the line crosses a vast virgin 
forest. After emerging from this forest it proceeds 
northwestward across the watershed into the Khua 
Kem Valley in Tannu Ola and ends by joining the 
Northwestern Frontier line. This line covers a dis- 
tance of about 650 miles. 

i. The Uliassutai-Kiakata Line 

This line starts from Uliassutai and runs on the 
track of the Gaskhiun-Tannu Ola line, until it reaches 
the Eder River, a branch of the Selenga. Then, turn- 
ing off eastward, it begins its own course and proceeds 
downward following the course of the Eder River, 
crossing the Tsingpien-Tannu Ola line, to the junction 
of this river with the Selenga. There it joins the 
Kalgan-Urga-Tannu Ola line and proceeds together 
eastward in the common track for some distance until 
the other line turns southeastward, when this line turns 
northeastward following the Selenga down to Kiakata. 
This line covers a distance of about 550 miles, running 
through a fertile valley. 

j. The Chensi or Barkul-Urga Line 

This line starts from Chensi or Barkul and proceeds 
northeastward across a cultivated region through Tu- 



178 THE INTERNATIONAL 

taku to Urkesiat. After Urkesiat, it crosses the Su- 
chow-Kobdo line, then traverses the vast pasture on 
the north side of the Gobi Desert to Suchi and Dalan- 
tura. Thence it turns more northward across the Great 
Eastern Port-Uliassutai line, and the Dolon Nor-Uru- 
mochi line to Tashunhutuk. After this point the line 
crosses the Suiyuan-Uliassutai line at Ologai and 
proceeds over the watershed into the Selenga Valley 
where it crosses the Tsingpien-Tannu Ola line at 
Sabokatai. From here it turns eastward across a hilly 
and watered region to Urga. This line covers a dis- 
tance of about 800 miles. 

k. The Suchow-Urga Line 

This line starts from Suchow and proceeds by Kinta 
to Maumu, and then follows the Taoho or Edsina 
River, which waters this strip of oasis, to the lakes. 
Thence it crosses the Gobi Desert, where it meets the 
crossing lines of the Peking-Hami and the Great East- 
ern Port-Uliassutai railways and with them forms a 
common junction. From this junction it proceeds 
across desert and pasture lands to another railway 
crossing which is formed by the Suiyuan-Kobdo and 
Tsingpien-Tannu Ola lines, also forming a common 
junction together. Thence it proceeds into pasture 
land through Hatengtu and Tolik to Sanintalai, where 
it crosses the Dolon Nor-Urumochi line. After Sanin- 
talai, the line proceeds through Ulanhoshih and many 
other small towns and encampments to Urga. This 



DEVELOPMENT OF CHINA 179 

line covers a distance of about 700 miles. One third 
of this length is through the desert and the other two 
thirds through watered pasture land. 

1. The Desert Junction-Kerulen Line 

This line starts from the Desert Junction, proceeds 
northeastward to the pastural land and crosses the 
Tsingpien-Tannu Ola line south of Ulan Nor Lake. 
Thence it proceeds to the Tuchetu Capital where it 
crosses the Suiyuan-Kobdo line. After the Tuchetu 
Capital it goes across a pasture to Junction A. From 
Junction A. it proceeds to Ulanhutuk and Chientingche, 
then crosses the Kalgan-Tannu Ola line to Zesenkhana. 
From Zesenkhana, the line follows the course of the 
Kerulen River down in a northeasterly direction to the 
city of Kerulen, where it crosses the Dolon Nor-Kerulen 
line, and meets the Kerulen-Tungchin line. This line 
covers a distance of about 800 miles. 

m. The Khobor-Kerulen-Chikatobo Line 

This line starts from Khobor, the crossing junction 
of the Dolon Nor-Urumochi, and the Kalgan-Urga- 
Tannu Ola lines, and proceeds northeastward across a 
vast pasture to Khoshentun, where it crosses the Dolon 
Nor-Kiakata line. After Khoshentun, it proceeds in 
the same direction across a similar pasture to Kerulen, 
where it crosses the Dolon Nor-Kerulen line. Then it 
proceeds first along the right bank of the Kerulen 
River, then crosses to the left side, and passes along 



180 THE INTERNATIONAL 

the northwestern side of Hulan Lake. After Hulan 
Lake, the line crosses the Chinese Eastern Railway, and 
the Arguna River, then proceeds along the right bank 
of the river to Chikatobo, where the line ends by join- 
ing the Dolon Nor-Moho and the Chikatobo-Sansing 
lines. This line covers a distance of about 600 miles. 
The first half of it runs on dry land and the second 
half on watered land. 

n. The Wuyuan-Taonan Line 

This line starts from Wuyuan at the northwest bend 
of the Hoangho and proceeds northeastward across the 
Sheiten Ula Mountain and pasture to Tolibulyk, where 
it meets the crossing junction of three lines — the Pe- 
king-Hami line, the Suiyuan-Kobdo line, and the Great 
Eastern Port-Urga line. From Tolibulyk the line pro- 
ceeds continuously in the same direction across a 
pasture to Khobor where it meets the crossing junction 
of the Dolon Nor-Urumochi and the Peking-Urga lines, 
and also the terminus of the Khobor-Kerulen line. 
After Khobor the line turns more eastward and runs 
across the Dolon Nor-Kiakata line midway to Khom- 
bukure, where it crosses the Dolon Nor-Kerulen and 
the Hulutao-Kerulen lines. From Khombukure the 
line proceeds to Dakmusuma, where it crosses the 
Dolon Nor-Moho line. Thence it goes eastward across 
the Great Khingan Mountain to Tuchuarf, then turns 
southeastward to Taonan, where it ends. This line 
covers a distance of about 900 miles. 



DEVELOPMENT OF CHINA 181 

o. The Wuyuan-Dolon Nor Line 

This line starts from Wuyuan and proceeds north- 
eastward across the Sheiten Ula Mountain to Maomin- 
gan, where it crosses the Great Eastern Port-Urga line. 
Then it proceeds across the vast pasture and the Sui- 
yuan-Kobdo line to Bombotu, where it passes over the 
Peking-Hami line. After Bombotu, the line turns east- 
ward and proceeds across the Kalgan-Urga-Tannu 
Ola line, then goes to Dolon Nor, where it ends by 
joining the Dolon Nor-Mukden-Linkiang line, which 
forms a direct route from the upper Hoangho Valley 
to the rich Liaoho Valley. This line covers a distance 
of about 500 miles. 

p. The Yenki-Ili Line 

This line starts from Yenki or Karashar, and pro- 
ceeds northwestward across the mountain pass into 
the Hi Valley. It then follows the Kunges River down- 
ward, in a westerly direction, traversing a most fertile 
valley, to Ining and Kuldja or Hi, the principal city 
of the Hi district near the Russian border, where it 
joins the Ili-Urumochi line. This line covers a distance 
of about 400 miles. 

q. The Ili-Hotien Line 

This line starts from Hi or Kuldja, proceeds south- 
ward across the Hi River, then eastward along the left 
side of the river and then southeastward and south- 



182 THE INTERNATIONAL 

ward to Bordai. From here it turns southwestward 
into Tekes Valley and proceeding upward crosses the 
Tekes River to Tienchiao and then ascends the moun- 
tain pass. After the mountain pass the line turns south- 
eastward, traverses a vast coal field and then turns 
southwestward to Shamudai, where it crosses the Tur- 
f an-Kashgar line. From Shamudai it turns southward 
across the fertile zone of the north side of the Tarim 
Valley, to Bastutakelak. Then it proceeds southwest- 
ward to Hotien passing by on the way many small 
settlements in the fertile zone of the Hotien River 
which flows across the desert. At Hotien the line meets 
the Kashgar-Iden line. After Hotien the line proceeds 
upward to the highland south of the city and ends at 
the frontier. This line covers a distance of about 700 
miles. 

r. The Chensi-Kashgar Line and Its Branches 

This line starts from Chensi and proceeds south- 
westward along the Tienshan pasture through Yenan- 
poa, Shihkialoong, and Taolaitse to Chikoching, then 
along the Tienshan forest through Wutungkwo, Tung- 
yenchi, Siyenchi, and Olong to Sensien, where it 
crosses the Central Trunk line. After Sensien it pro- 
ceeds along the northern edge of the Tarim Desert 
through Lakesun City and Shehchuan to Hora, where 
it crosses the Cherchen-Koria line. From Hora the line 
proceeds along the course of the Tarim River, passing 
by many new settlements, fertile regions, and virgin 



DEVELOPMENT OF CHINA 183 

forests, to Bastutakelak, where it crosses the Ili-Hotien 
line. Thence it goes through Pachu to Kashgar where 
it meets the Urumochi-Iden line. After Kashgar it pro- 
ceeds northwestward to the frontier where it ends. 
Attached to this line are two branches. The first branch 
proceeds from Hora southwestward through many 
oases to Cherchen. The second proceeds from Pachu 
southwestward along the Yarkand River to Sache and 
then westward to Puli near the frontier. This line 
including the branches covers a distance of about 1,600 
miles. The total length of this entire system is about 
16,000 miles. See general map. 

PARTY 
The Highland Railway System 

This, the last part of my railway program, is the 
most difficult and most expensive undertaking of its 
kind ; consequently, it must be the least remunerative of 
all the railway enterprises in China. So no work should 
be attempted in this part until all the other parts are 
fully developed. But when all the other parts are 
well equipped with railways then railway construction 
in this highland region will also be remunerative, de- 
spite the difficulties and the highly expensive work in 
construction. 

The highland region consists of Tibet, Kokonor, and 
a part of Sinkiang, Kansu, Szechwan, and Yunnan, an 
area of about 1,000,000 square miles. Tibet is known 



184 THE INTERNATIONAL 

to be the richest country in the world for gold deposits. 
Furthermore the adjacent territories possess rich agri- 
cultural and pastural lands. This vast region is little 
known to the outside world. The Chinese call Tibet 
"the Western Treasury," for, besides gold, there are 
other kinds of metals especially copper, in great quan- 
tities. Indeed the name of the Western Treasury is 
most appropriately applied to this unknown region. 
When the world's supply of precious metals are ex- 
hausted, we have to resort to this vast mineral bearing 
region for supply. So railways will be necessary at 
least for mining purposes. I therefore propose the 
following lines : 

a. The Lhasa-Lanchow line. 

b. The Lhasa-Chengtu line. 

c. The Lhasa-Tali-Cheli line. 

d. The Lhasa-Taklongshong line. 

e. The Lhasa- Yatung line. 

f . The Lhasa-Laichiyaling line. 

g. The Lhasa-Nohho line. 
h. The Lhasa-Iden line. 

i. The Lanchow-Chochiang line. 

j. The Chengtu-Dzunsasak line, 

k. The Ningyuan-Cherchen line. 

1. The Chengtu-Menkong line, 

m. The Chengtu-Yuankiang line, 

n. The Suifu-Tali line, 

o. The Suifu-Mengting line. 

p. The Iden-Gortok line. 



DEVELOPMENT OF CHINA 185 

a. The Lhasa-Lanchow Line 

This is the most important line of this system for 
it connects the capital city of Tibet — a vast secluded 
region with several millions of people — with the central 
trunk line of the country. The route which it passes 
through is inhabitable and is already slightly inhabited 
in the region between the ends of the proposed line. 
So it will probably be a paying line from the beginning. 
This line starts from Lhasa, following the old imperial 
highway in a northward direction and proceeds by 
Talong to Yarh, which lies on the southeastern side of 
Tengri Nor Lake. After Yarh, the line turns more 
eastward and proceeds across the watershed from the 
Sanpo Valley to the Lukiang Valley by the Shuangtsu 
Pass. Thence turning more eastward the line proceeds 
across the headwater of the Lukiang to that of the 
Yangtze by passing many valleys, streams, and moun- 
tain passes. Then it crosses the main body of the 
Uf/jjer Yangtze, which is here known as the Kinsha- 
kiang, over the Huhusair Bridge. After crossing the 
bridge, it turns southeastward, then eastward across 
the Yangtze Valley into the Hoangho Valley, where it 
passes through many small towns and encampments 
into the Starry Sea region. At the Starry Sea, the line 
passes between the lakes of Oring Nor and Tsaring 
Nor. Thence it turns northeastward across the south- 
east valley of the Zaidam region, and returns into the 
Hoangho Valley again. Then it proceeds through 
Katolapo and various towns to Dangar, now called 



186 THE INTERNATIONAL 

Hwangyuan, situated near the border between Kansu 
and Kokonor. After Dangar, the line turns southeast- 
ward following the course of the Sining River, pro- 
ceeds downward through a very rich valley and passes 
through Sining, Nienpai, and hundreds of small towns 
and villages to Lanchow. This line covers a distance 
of 1,100 miles. 

b. The Lhasa-Chengtu Line 

This line starts from Lhasa and proceeds northeast- 
ward on the former imperial highway by Teking and 
Nanmo to Motsukungchia. Thence it turns southeast- 
ward and northeastward to Giamda. From Giamda, 
the line turns northward, then northeastward where 
it proceeds through the Tolala Pass to Lhari. After 
Lhari the line goes in an easterly direction and passes 
Pianpa, Shihtuh, and many small towns to Lo- 
longchong. Thence it crosses the Lukiang by the Kayu 
Bridge and then turns northeastward to Kinda 
and Chiamdo. After Chiamdo, the line instead of 
following the imperial highway southeastward to 
Batang, turns northeastward, following another 
trade route, and proceeds to Payung at the north- 
western corner of Szechwan. From Payung, 
it proceeds across the Kinshakiang over the bridge 
near Sawusantusze. The line then turns southeast- 
ward, enters the Ichu Valley and proceeds downward 
to Kantzu on the Yalung River. Thence it proceeds 
to Chango and Yinker, to Badi on the Great Golden 



DEVELOPMENT OF CHINA 187 

River, and Mongan on the Little Golden River. After 
Mongan, the line goes through the Balan Pass to 
Kwanhsien, and entering the Chengtu Plain, reaches 
Chengtu by Pihsien. This line covers a distance of 
about 1,000 miles. 

c. The Lhasa-Tali-Cheli Line 

This line starts from Lhasa by the same track as 
the Lhasa-Chengtu line as far as Giamda. From 
Giamda, it proceeds by its own track southeastward, 
following a branch of the Sanpo River to Yulu, where 
this branch joins its main stream. After Yulu, it fol- 
lows the left bank of the Sanpo River passing by Kong- 
>osaga to Timchao. From Timchao, the line turns 
tway from the Sanpo River and proceeds in an 
eastward direction to Timchong city, Ikung, Kuba, and 
Shuachong. After Shuachong, the line proceeds south- 
eastward to Lima, thence eastward to Menkong on the 

,ukiang. From Menkong, the line turns southward 

id goes along the right bank of the Lukiang passing 
>amotung to Tantau. Then crossing the Lukiang, it 
>roceeds across the watershed through Gaiwa village 
to the Lantsang (or Mekong) River, and to Hsiao- 

eisi beyond it. After Hsiaoweisi, it follows the river 
>ank to the Chenghsin Copper Mine, thence it turns 
away from the river and proceeds by Hosi, Erhyuan, 
Tengchow, and Shangkwang to Tali. From Tali, the 
line proceeds to Hsiakwang, Fengyi, Menghwa, and 
:hen meets the Lantsang River again at Paotien. 
Thence it follows the left bank southward right through 



188 THE INTERNATIONAL 

to Cheli, where it ends. This line covers a distance 
of 900 miles. 

d. The Lhasa-Taklongshong Line 

This line starts from Lhasa and proceeds southward 
by way of Teking to the Sanpo River where turning 
eastward it follows the left bank of the river to Sakor- 
shong. After crossing the Sanpo River to Chetang, it 
proceeds southward by Chikablung, Menchona, Ta- 
wang, Dhirangjong to Taklongshong and continues 
farther on until it reaches the Assam frontier. This 
line covers a distance of 200 miles. 

e. The Lhasa-Yatung Line 

This line starts from Lhasa and proceeds southwest- 
ward by Chashih following the former imperial high- 
way by Yitang and Kiangli to Chushui. At Chushui, it 
crosses to Sanpo River over the Mulih Bridge to Cha- 
kamo on the south side, thence to Tamalung, Paiti, 
Tabolung, and Nagartse. After Nagartse, the line 
turns westward to Jungku, Lhaling, and Shachia. At 
Shachia, the line leaves the former imperial highway 
and turns southwestward again and proceeds via Kula 
to Yatung at the Sikkim border. This line covers a 
distance of 250 miles. 

f. The Lhasa-Laichiyaling Line and Branches 

This line starts from Lhasa and proceeds northwest- 
ward by Chashih following the former imperial road 
to Little Taking, and westward to Yangpachin and 



DEVELOPMENT OF CHINA 189 

Sangtolohai. Thence turning southwest ward, it pro- 
ceeds to Namaling and Tangto, and crosses the Sanpo 
River at Lhaku. After Lhaku, the line turns westward 
to Shigatse, the second important city in Tibet whence 
it proceeds in the same direction to Chashihkang, Pang- 
choling, and Lhatse all on the right side of the Sanpo 
River. From Lhatse, a branch line starts southwest- 
ward via Chayakor and Dingri to Niehlamuh on the 
Nepal border. The main line, however, crosses to the 
left side of the Sanpo River and proceeds on the same 
highway via Nabringtaka to Tadum where another 
branch line proceeds southwestward to the Nepal 
border. The main line continues northwestward via 
Tamusa and Choshan to Gartok, thence turning west- 
ward it proceeds to Laichiyaling on the Sutlej River 
and ends on the Indian border. This line, including the 
two branches, covers a distance of 850 miles. 

g. The Lhasa-Nohho Line 

This line starts from Lhasa and runs in the same 
track as line (f) to Sangtolohai where it proceeds by 
its own line northwestward to Teching, Sangchashong, 
and Taktung. Thence, it enters into the richest gold 
field in Tibet and through Wengpo, Tulakpa, Kwang- 
kwei, and Ikar reaches Nohho, where the line ends. It 
covers a distance of 700 miles. 

h. The Lhasa-Iden Line 

This line starts from Lhasa, following the common 
track of lines (f) and (g) to the southwestern corner 



190 THE INTERNATIONAL 

of Tengri Lake, whence it proceeds by its own track 
northwestward by Lungmajing, Tipoktolo and four or 
five other small places to Sari. After Sari, the line 
penetrates a vast tract of uninhabited land to Pakar 
and Suketi. Thence crossing the mountain passes and 
descending from the highland to the Tarim Basin 
through Sorkek to Yasulakun, the line joins the Cher- 
chen-Iden railway of the Northwestern System and 
proceeds on the same track to Iden. This line covers 
a distance of 700 miles. 

i. The Lanchow-Chochiang Line 

This line starts from Lanchow, on the same track of 
the Lhasa-Lanchow line as far as the southeastern 
corner of the Lake Kokonor. Thence it proceeds on its 
own track by skirting along the southern shore of Lake 
Kokonor to Dulankit, where it turns southwestward to 
Dzunsasak. From Dzunsasak, the line proceeds in a 
westerly course along the southern side of the Zaidam 
Swamp, and passes Tunyueh, Halori, and Golmot to 
Hatikair. After Hatikair, the line turns northwest- 
ward by Baipa, Nolinjoha, to Orsinte. Thence turning 
more northward, it proceeds across the mountain range 
by Tsesinvitusuik and Tuntunomik to Chochiang, 
where it ends by joining the Ansi-Iden and Chochiang- 
Koria lines, covering a distance of 700 miles. 

j. The Chengtu-Dzunsasak Line 

This line starts from Chengtu and proceeds to Kwan- 
hsien on the track of the Lhasa-Chengtu line, thence 






DEVELOPMENT OF CHINA 191 

northward on its own track by Wenchuan, to Mauchow. 
Then, it proceeds northwestward following the course 
of the Minkiang to Sungpan. After Sungpan, it as- 
cends the Min Valley passing Tungpi to Shangleyao, 
where it crosses the watershed from the Yangtze River 
side to that of the Hoangho. Thence the line proceeds 
to Orguseri, and following a branch of the Hoangho 
to the northwestern turn of its main stream, it proceeds 
along its right bank via Chahuntsin to Peilelachabu. 
There it crosses the Hoangho to the northwest turn of 
the old imperial road, where it joins the Lhasa-Lan- 
chow line and proceeds as far as Lanipar. Then 
turning northwestward, it proceeds by its own line to 
Dzunsasak, where it ends by joining the Lanchow- 
Chochiang line. This line covers a distance of 650 
miles. 

k. The Ningyuan-Cherchen Line 

This line starts from Ningyuan and proceeds in a 
northwestward direction via Hwaiyuanchen to the 
Yalungkiang. Then it ascends along the left side of 
that river to Yakiang, and crossing to the right side 
of that river it proceeds by the old post road to Siolo, 
where it turns away from the river and follows the 
same post road to Litang. From Litang it proceeds 
in the same direction but follows another road to 
Kangtu, on the left side of the Kinshakiang. Follow- 
ing the same side of the river, it proceeds to Sawusan- 
tusze, where it crosses the Lhasa-Chengtu line. After 
Sawusantusze, the line continues in the same direction 



192 THE INTERNATIONAL 

and follows the same side of the Kinshakiang via Tash- 
igompa, to the Huhusair Bridge, where it crosses the 
Lhasa-Lanchow line. Then following a northern 
branch of the Kinshakiang to its source and crossing 
the watershed, it proceeds along the caravan road by 
Hsinszukiang and Olokung to Cherchen, where it ends, 
covering a distance of about 1,350 miles. This is the 
longest line of this system. 

1. The Chengtu-Menkong Line 

This line starts from Chengtu and proceeds south- 
westward by Shuangliu, Hsintsin, Mingshan, to Ya- 
chow. From Yachow, it turns northwestward and 
proceeds to Tienchuan, then westward to Tatsienlu, 
Tunyolo, and Litang. After Litang, the line proceeds 
southwestward through Batang and Yakalo, to Men- 
kong, covering a distance of about 400 miles of very 
mountainous country. 

m. The Chengtu-Yuankiang Line 

This line starts from Chengtu on the same track of 
the Chengtu-Menkong line, proceeds to Yachow and 
thence by its own track in the same direction via Jung- 
ching, to Tsingliu. After Tsingliu, the line proceeds 
southward through Yuehsi to Ningyuan, where it 
meets the head of the Ningyuan-Cherchen line. After 
Ningyuan, it goes to Kwaili, then crosses the Kinsha- 
kiang to Yunnan fu where it crosses the Canton-Tali 
line. From Yunnanfu, it proceeds along the west side 
of the Kunming Lake to Kunyang, and through Hsin- 



DEVELOPMENT OP CHINA 193 

shing, Hsingo, to Yuankiang, where the line ends by- 
joining the Canton-Szemo line. It covers a distance of 
about 600 miles. 

n. The Suifu-Tali Line 

This line starts from Suifu and proceeds along the 
left bank of the Yangtze River to Pingshan and Lupo. 
After Lupo, it turns away from the river in a south- 
westerly direction and scales the Taliangshan 
Mountains to Ningyuan, where it crosses the Chengtu- 
Yuankiang line and meets the termini of the Canton- 
Ningyuan line and the Ningyuan- Cher chen line. 
Thence continuing in the same direction, it crosses the 
Yalungkiang to Yenyuan and Yungpeh. After Yung- 
peh, the line turns more southward, across the Kin- 
shakiang to Sincheng and thence to Tali, where it ends 
by meeting the Canton-Tali line and the Lhasa-Tali 
line. It covers a distance of about 400 miles. 

o. The Suifu-Mengting Line 

This line starts from Suifu on the same track as the 
Suifu-Tali line as far as Lupo. From Lupo, it goes 
on its own track across the Yangtze River here known 
as the Kinshakiang, and follows the right side of that 
river upward to its southward bend where it crosses the 
Chengtu- Yuankiang line, to Yuanmow. From Yuan- 
mow, it proceeds to Tsuyung, where it crosses the 
Canton-Tali line, thence to Kingtung. After King- 
tung, it proceeds southwestward across the Lantsang- 
kiang or Mekong River, to Yunchow, thence turning 
13 



194 THE INTERNATIONAL 

south west ward, it follows a branch of the Lukiang 
River to Mengting and ends on the frontier. This line 
covers a distance of about 500 miles. 

p. The Iden-Gartok Line 

This line starts from Iden, and proceeds southward 
along the Keriya River to Polu, thence following the 
caravan road up the highland to Kuluk. From Kuluk, 
it proceeds southwestward via Alasa and Tunglong to 
Nohho, where it meets the terminus of the Lhasa- 
Nohho line. After Nohho, it skirts around the eastern 
end of the Noh-tso-Lake to Rudok and proceeds south- 
westward to Demchok, on the Indus River. From 
Demchok, it proceeds southeastward following the 
Indus River up to Gartok, where it ends by joining the 
Lhasa-Laichiyaling line. This line covers a distance of 
about 500 miles. This highland system totals about 
11,000 miles. 

PART VI 

The Establishment of Locomotive and Car Factories 

The railways projected in the Fourth Program will 
total about 62,000 miles ; and those in the First and the 
Third Programs about 14,000 miles. Besides these, 
there will be double tracks in the various trunk lines, 
which will make up a grand total of no less than 
100,000 miles, as stated in the preliminary part of these 
programs. With this 100,000 miles of railways to be 



DEVELOPMENT OF CHINA 195 

constructed in the coming ten years, the demands for 
locomotives and cars will be tremendous. The fac- 
tories of the world will be unable to supply them, 
especially at this juncture of reconstruction after the 
great world war. So the establishment of locomotive 
and car factories in China to supply our own demands 
of railway equipment will be a necessary as well as a 
profitable undertaking. China possesses unlimited sup- 
plies of raw materials and cheap labor. What we need 
for establishing such factories is foreign capital and ex- 
perts. What amount of capital should be invested in 
this project, I have to leave to experts to decide. 

I suggest that four large factories should be started 
simultaneously at the beginning — two on the coast and 
two on the Yangtze. Of those on the coast, one should 
be at the Great Northern Port, and the other at the 
Greatern Southern Port — Canton. Of those on the 
Yangtze, one should be at Nanking and the other at 
Hankow. All four are in centers of both land and 
water commnication, where skilled labor can easily 
be obtained. They are also near our iron and coal 
fields. Besides these four great factories, others should 
be established at suitable centers of iron and coal fields 
when our railways will be more developed. 

All the factories should be under one central control. 
The locomotives and cars of our future railways should 
be standardized so as to make possible the interchange 
of parts of machinery and equipment. We should also 
adopt the standard gauge, that is, the 4 feet 8j^ inch 
gauge which has been adopted by most of the railways 



196 DEVELOPMENT OF CHINA 






of the world. In fact, almost all the railways hitherto 
built in China are of this gauge. The purpose of the 
proposed standardization is to secure the highest effi- 
ciency as well as the greatest economy. 



PROGRAM V 

In the preceding four programs, I dealt exclusively 
with the development of the key and basic industries. 
In this one, I am going to deal with the development of 
the main group of industries which need foreign help. 
By the main group of industries, I mean those in- 
dustries which provide every individual and family 
with the necessaries and comforts of life. Of course, 
when the key and basic industries are developed, the 
various other industries will spontaneously spring up 
all over the country, in a very short time. This had 
been the case in Europe and America after the indus- 
trial revolution. The development of the key and the 
basic industries will give plenty of work to the people 
and will raise their wages as well as their standard of 
living. When wages are high, the price for neces- 
saries and comforts of life will also be increased. So 
the rise in wages will be accompained by the rise in the 
cost of living. Therefore, the aim of the development 
of some of the main group of industries is to help 
reduce the high cost of living when China is in the 
process of international development, by giving to the 
majority of the people plenty of the essentials and 
comforts of life as well as higher wages. 

It is commonly thought that China is the cheapest 
197 



198 THE INTERNATIONAL 

country to live in. This is a misconception owing to 
the common notion of measuring everything by the 
value of money. If we measure the cost of living by 
the value of labor then it will be found that China is 
the most expensive country for a common worker to live 
in. A Chinese coolie, a muscular worker, has to work 
14 to 16 hours a day in order to earn a bare subsistence. 
A clerk in a shop, or a teacher in a village school cannot 
earn more than a hundred dollars a year. And the 
farmers after paying their rents and exchanging for a 
few articles of need with their produce have to live from 
hand to mouth. Labor is very cheap and plentiful but 
food and commodities of life are just enough to go 
round for the great multitude of the four hundred 
millions in China in an ordinary good year. In a bad 
year, a great number succumb to want and starvation. 
This miserable condition among the Chinese proletariat 
is due to the non-development of the country, the crude 
methods of production and the wastefulness of labor. 
The radical cure for all this is industrial development 
by foreign 'capital and experts for the benefit of the 
whole nation. Europe and America are a hundred 
years ahead of us in industrial development; so in 
order to catch up in a very short time we have to use 
their capital, mainly their machinery. If foreign 
capital cannot be gotten, we will have to get at least 
their experts and inventors to make for us our own 
machinery. In any case, we must use machinery to 
assist our enormous man-power to develop our un- 
limited resources. 



DEVELOPMENT OF CHINA 199 

In modern civilization, the material essentials of life 
are five, namely : food, clothing, shelter, means of loco- 
motion, and the printed page. Accordingly I will 
formulate this program as follows : 

I. The Food Industry. 

II. The Clothing Industry. 

III. The Housing Industry. 

IV. The Motoring Industry. 
V. The Printing Industry. 

PART I 
The Food Industry ' 

The food industry should be treated under the fol- 
lowing headings: 

a. The Production of Food. 

b. The Storage and Transportation of Food. 

c. The Preparation and Preservation of Food. 

d. The Distribution and Exportation of Food. 

a. The Production of Food 

Human foods are derived from three sources : the 
land, the sea and the air. By far the most important 
and greatest in quantity consumed is aerial food of 
which oxygen is the most vital element. But this 
aerial food is abundantly provided by nature, and no 
human labor is needed for its production except that 
which is occasionally needed for the airman and the 
submariner. So this food is free to all. It is not 



200 THE INTERNATIONAL 

necessary for us to discuss it here. The production of 
food from the sea which I have already touched upon 
when I dealt with the construction of fishing harbors 
and the building of fishing crafts, will also be left out 
here. It is the specific industries in the production of 
food from land, which need foreign help that are to be 
discussed here. 

China is an agricultural country. About four-fifths 
of its population is occupied in the work of producing 
food. The Chinese farmer is very skillful in intensive 
cultivation. He can make the land yield to its utmost 
capacity. But vast tracts of arable lands are lying 
waste in thickly populated districts for one cause or 
other. Some are due to lack of water, some to too 
much of it and some to the "dog in the manger ' 
system, — the holding up of arable land by speculators 
and land sharks for higher rents and prices. 

The land of the eighteen provinces alone is at present 
supporting a population of four hundred millions. Yet 
there is still room for development which can make 
this same area of land yield more food if the waste 
land be brought under cultivation, and the already 
cultivated land be improved by modern machinery and 
scientific methods. The farmers must be protected 
and encouraged by liberal land laws by which they can 
duly reap the fruits of their own labor. 

In regard to the production of food in our interna- 
tional development scheme, two necessary undertakings 
should be carried out which will be profitable at the 
same time. 



DEVELOPMENT OF CHINA 201 

(1) A scientific survey of the land. 

(2) The establishment of factories for manu- 

facturing agricultural machinery and 
implements. 

(1) A scientific survey of the land. China has 
never been scientifically surveyed and mapped out. The 
administration of land is in the most chaotic state and 
the taxation of land is in great confusion, thus causing 
great hardships on the poor peasants and farmers. So, 
under any circumstance, the survey of land is the first 
duty of the government to execute. But this could not 
be done without foreign help, owing to lack of funds 
and experts. Therefore, I suggest that this work be 
taken up by an international organization. This 
organization should provide the expenses of the work 
by a loan, and should carry out the work with the re- 
quired number of experts and equipment. How much 
will be the expenses for the survey and what is the 
amount of time required and how large an organiza- 
tion is sufficient to carry on the work, and whether 
aerial survey by aeroplanes be practical for this work 
are questions which I shall leave to experts to decide. 

When the topographical survey is going on a geologi- 
cal survey may be carried out at the same time so as to 
economize expenses. When the survey work is done 
and the land of each province is minutely mapped out, 
we shall be able to readjust the taxation of the already 
.cultivated and improved land. As regards the waste 
and uncultivated lands we shall be able to determine 






202 



THE INTERNATIONAL 



whether they are suitable for agriculture, for pasture, 
for forestry, or for mining. In this way, we can esti- 
mate their value and lease them out to the users for 
whatever production that is most suitable. The sur- 
plus tax of the cultivated land and the proceeds of 
waste land will be for the payment of the interest and 
principal of the foreign loan. Besides the eighteen 
provinces, we have a vast extent of agricultural and 
pastural lands in Manchuria, Mongolia, and Sinkiang, 
and a vast extent of pastural land in Tibet and 
Kokonor. They will have to be developed by extensive 
cultivation under the colonization scheme, which is 
alluded to in the first program. 

(2) The establishment of factories for manufac- 
turing agricultural machinery and implements. When 
the waste land is reclaimed, cultivated land improved 
and waste labor set to work on the land, the demands 
for agricultural machinery and implements will be very 
great. As we have cheap labor and plenty of iron and 
I coal, it is better and cheaper for us to manufacture 
i than to import the implements and machinery. For 
this purpose, much capital should be invested, and 
factories should be put up in industrial centers or in 
the neighborhood of iron and coal fields, where labor 
and material could be easily found. 



b. The Storage and Transportation of Food 



The most important foodstuff to be stored and tran- 
sported is grain. Under the present Chinese method, 



DEVELOPMENT OF CHINA 203 

the storage of grain is most wasteful for if kept in 
large quantities it is often destroyed by insects or 
damaged by weather. It is only in small quantities and 
by great and constant care that grains can be preserved 
for a certain period of time. And the transportation 
of grains is also most expensive for the work is mostly 
done on man's shoulders. When the grains reach the 
waterway it is carried in a most makeshift way, with- 
out the least semblance of system. If the method of 
storing and transporting of grain be improved, a great 
economic saving could be accomplished. I propose 
that a chain of grain elevators be built all over the 
country and a special transport fleet be equipped all 
along the waterways by this International Development 
Organization. What will be the capital for this proj- 
ect and where the elevators should be situated have yet 
to be investigated by experts. 

c. The Preparation and Preservation of Food 

Hitherto the preparation of food is entirely by hand 
with a few primitive implements. The preservation of 
food is either by salt or sun heat. Mills and cannery 
method are scarcely known. I suggest that a system of 
rice mills should be constructed in all the large cities 
and towns in the Yangtze Valley and South China 
where rice is the staple food. Flour mills should be 
put up in all large cities and towns north of the Yangtze 
Valley, where wheat, oats, and cereals other than rice 
are the staple food. All these mills should be under 



204 



THE INTERNATIONAL 



one central management so as to produce the best 
economic results. What amount of capital should be 
invested in this mill system by this international devel- 
opment scheme should be subjected to detailed in- 
vestigation. 

In regard to the preservation of food, fruits, meats 
and fishes should be preserved by canning or by refrig- 
eration. If the canning industry is developed there 
will be created a great demand for tinplates. There- 
fore the establishment of tinplate factories will be 
necessary and also profitable. Such factories should 
be situated near the iron and tin fields. There are 
many localities in South China where tin, iron, and coal 
are situated near each other, thus providing ready 
materials for the factories. The tinplate factories and 
the canneries should be combined into one enterprise so 
as to secure best economic results. 

d. The Distribution and Exportation of Food 



In ordinary good years, China never lacks food. 
There is a common saying in China that "One year's 
tilling will provide three years' wants." In the richer 
sections of the country, the people generally reserve 
three or four years' food supply in order to combat a 
bad year. But when China is developed and organized 
as an economic whole, one year's food reserve should 
be kept in the country for the use of the local people 
and the surplus should be sent out to the industrial 
centers. As the storage and transportation of food 



DEVELOPMENT OF CHINA 205 

will be under a central management so the distribution 
and exportation of food should be under the same 1/ 
charge. All surplus grains of a country district should 
be sent to the nearest town for storage and each town 
or city should store one year's food. All the staple 
food should be sold only at cost price to the inhabi- 
tants according to their number, by the distributing 
department. And the surplus food should be exported 
to foreign countries where it is wanted and where the 
highest price can be obtained by the export department 
under the central management. Thus the surplus food 
will not be wasted as hitherto under the prohibition 
law. The proceeds of this export will surely amount 
to a huge sum which will be used in the payment of 
the interest and principal of the foreign loan invested 
in this undertaking. 

We cannot complete this part of the food industry 
without giving special consideration to the Tea and 
Soya industries. The former, as a beverage, is well 
known throughout and used by the civilized world and 
the latter is just beginning to be realized as an im- 
portant foodstuff by the scientists and food administra- 
tors. Tea, the most healthy and delicious beverage of 
mankind, is produced in China. Its cultivation and 
preparation form one of the most important industries 
of the country. Once China was the only country that 
supplied the world with tea. Now, China's tea trade 
has been wrested away from her by India and Japan. 
But the quality of the Chinese tea is still unequalled. 
The Indian tea contains too much tannic acid, and the 



206 



THE INTERNATIONAL 



Japanese tea lacks the flavor which the Chinese tea 
possesses. The best tea is only obtainable in China — 
the native land of tea. China lost her tea trade owing 
to the high cost of its production. The high cost of 
production is caused by the inland tax as well as the 
export duty and by the old methods of cultivation and 
preparation. If the tax and duty are done away with 
and new methods introduced, China can recover her 
former position in this trade easily. In this Interna- 
tional Development Scheme, I suggest that a system 
of modern factories for the preparation of tea should 
be established in all the tea districts, so that the tea 
should be prepared by machinery instead of, as hitherto, 
by hand. Thus the cost of production can be greatly 
reduced and the quality improved. As the world's 
demand for tea is daily increasing and will be more so 
by a dry United States of America, a project to supply 
cheaper and better tea will surely be a profitable one. 

Soya bean as a meat substitute was discovered by the 
Chinese and used by the Chinese and the Japanese as 
a staple food for many thousands of years. As meat 
shortage has been keenly felt in carnivorous countries 
at present, a solution must be found to relieve it. For 
this reason I suggest that in this International Develop- 
ment Scheme we should introduce this artificial meat, 
milk, butter and cheese to Europe and America, by 
establishing a system of soya bean factories in all the 
large cities of those countries, so as to provide cheap 
nitrogenous food to the western people. Modern fac- 
tories should also be established in China to replace 



DEVELOPMENT OF CHINA 207 

those old and expensive methods of production by hand, 
so as to procure better economic results as well as to 
produce better commodities. 

PART II 

The Clothing Industry 

The principal materials for clothes are silk, linen, 
cotton, wool and animal skins. I shall accordingly 
deal with them under the following headings : 

a. The Silk Industry. 

b. The Linen Industry. 

c. The Cotton Industry. 

d. The Woolen Industry. 

e. The Leather Industry. 

f. The Manufacturing of Clothing Machinery. 

a. The Silk Industry- 
Silk is a Chinese discovery and was used as a mate- 
rial for clothes for many thousands of years before the 
Christian Era. It is one of the important national 
idustries of China. Up to recent times, China was 
ie only country that supplied silk to the world. But 
low this dominant trade has been taken away from 
'hina by Japan, Italy and France, because those 
countries have adopted scientific methods for silk 
:ulture and manufacture, while China still uses the 
same old methods of many thousand years ago. As 
the world's demand for silk is increasing daily, the 



208 THE INTERNATIONAL 

improvement of the culture and manufacture of silk 
will be a very profitable undertaking. In this Interna- 
tional Development Scheme, I suggest first that scien- 
tific bureaus be established in every silk district to 
give directions to the farmers and to provide healthy 
silk-worm eggs. These bureaus should be under 
central control. At the same time, they will act as 
collecting stations for cocoons so as to secure a fair 
price for the farmers. Secondly, silk filiatures with 
up-to-date machinery should be established in suitable 
districts to reel the silk for home as well as for foreign 
consumption. And lastly, modern factories should be 
put up for manufacturing silk for both home and 
foreign markets. All silk filiatures and factories 
should be under a single national control and will be 
financed with foreign capital and supervised by experts 
to secure the best economic results and to produce 
better and cheaper commodities. 

b. The Linen Industry 

This is an old Chinese industry. In southern China 
there is produced a kind of very fine linen in the form 
of ramie, known as China-grass. This fiber if treated 
by modern methods and machinery becomes almost as 
fine and glossy as silk. But in China, so far as I know, 
there is not yet such new method and machinery for 
the manufacturing of this linen. The famous Chinese 
grass-cloth is manufactured by the old method of hand- 
looms. I propose that new methods and machinery 
be introduced into China by this International Develop- 



DEVELOPMENT OF CHINA 209 

ment Organization to manufacture this linen. A 
system of modern factories should be established all 
over the ramie-producing districts in South China 
where raw materials and labor are obtainable. 

c. The Cotton Industry 

Cotton is a foreign product which was introduced 
into China centuries ago. It became a very important 
Chinese industry during the hand-loom age. But after 
the import of foreign cotton goods into China, this 
native handicraft industry was gradually killed by the 
foreign trade. So, great quantities of raw cotton are 
exported and finished cotton goods are imported in 
large quantities into China. What an anomaly when 
we consider the enormous, cheap labor in China. 
However a few cotton mills have been started recently 
in treaty ports which have made enormous profits. It 
is reported that during the last two or three years most 
of the Shanghai cotton mills declared a dividend of 
100 per cent and some even 200 per cent ! The demand 
for cotton goods in China is very great but the supply 
falls short. It is necessary to put up more mills in 
China for cotton manufacturing. Therefore, I suggest 
in this International Development Scheme to put up 
a system of large cotton mills all over the cotton-pro- 
ducing districts under one central national control. 
Thus the best economic results will be obtained and 
cotton goods can be supplied to the people at a lower 
cost. 



210 THE INTERNATIONAL 

d. The Woolen Industry 

Although the whole of Northwestern China — about 
two-thirds of the entire country is a pastural land yet 
the woolen industry has never been developed. Every 
year, plenty of raw materials are exported from China 
on the one hand and plenty of finished woolen goods 
imported on the other. Judging by the import and 
export of the woolen trade the development of woolen 
industry in China will surely be a profitable business. 
I suggest that scientific methods be applied to the rais- 
ing of sheep and to the treatment of wool so as to 
improve the quality and increase the quantity. Modern 
factories should be established all over northwestern 
China for manufacturing all kinds of finished woolen 
goods. Here we have the raw materials, cheap labor 
and unlimited market. What we want for the develop- 
ment of this industry is foreign capital and experts. 
This will be one of the most remunerative projects in 
our International Development Scheme, for the in- 
dustry will be a new one and there will be no private 
competitors on the field. 

e. The Leather Industry 

This will also be a new industry in China, despite 
the fact that there are a few tanneries in the treaty 
ports. The export of hides from and the import of 
leather goods into China are increasing every year. So, 
to establish a system of tanneries and factories for 
leather goods and foot-gear will be a lucrative under- 
taking. 



DEVELOPMENT OF CHINA 211 

f. The Manufacturing of Clothing Machinery 

The machinery for the manufacturing of various 
kinds of clothing materials is in great demand in China. 
It is reported that the orders for cotton mill machinery 
have been filled up for the next three years from manu- 
facturers in Europe and America. If China is devel- 
oped according to my programs, the demand for ma- 
chinery will be many times greater than at present and 
the supply in Europe and America will be too short 
to meet it. Therefore to establish factories for the 
manufacturing of clothing machinery is a necessary as 
well as a profitable undertaking. Such factories should 
be established in the neighborhood of iron and steel 
factories, so as to save expenses for transportation of 
heavy materials. What will be the capital for this 
undertaking should be decided by experts. 






PART III 
The Housing Industry 

Among the four hundred millions in China the poor 
still live in huts and hovels, and in caves in the loess 
region of north China while the middle and the rich 
classes live in temples. All the so-called houses in 
China, excepting a few after western style and those 
in treaty ports are built after the model of a temple. 
When a Chinese builds a house he has more regard for 



212 THE INTERNATIONAL 

the dead than for the living. The first consideration of 
the owner is his ancestral shrine.. This must be placed 
at the center of the house, and all the other parts must 
be complement and secondary to it. The house is 
planned not for comfort but for ceremonies, that is, 
for "the red and white affairs," as they are called in 
China. The "red affair" is the marriage or other 
felicitous celebrations of any member of the family, 
and the "white affair" is the funeral ceremonies. 
Besides the ancestral shrine there are the shrines of the 
various household gods. All these are of more import- 
ance than man and must be considered before him. 
There is not a home in old China that is planned for 
the comfort and convenience of man alone. So now 
when we plan the housing industry in China in our 
International Development Scheme, we must take the 
houses of the entire population of China into considera- 
tion. "To build houses for four hundred millions, it 
is impossible !" some may exclaim. This is the largest 
job ever conceived by man. But if China is going to 
give up her foolish traditions and useless habits and 
customs of the last three thousand years and begin to 
adopt modern civilization, as our industrial develop- 
ment scheme is going to introduce, the remodelling of 
all the houses according to modern comforts and con- 
veniences is bound to come, either unconsciously by 
social evolution or consciously by artificial construc- 
tion. The modern civilization so far attained by 
western nations is entirely an unconscious progress, for 
social and economic sciences are but recent discoveries. 






DEVELOPMENT OF CHINA 213 

But henceforth all human progress will be more or 
less based upon knowledge, that is upon scientific plan- 
ning. As we can foresee now, within half a century 
under our industrial development, the houses of all 
China will be renewed according to modern comfort 
and convenience. Is it not far better and cheaper to 
rebuild the houses of all China by a preconceived 
scientific plan than by none? I have no doubt that if 
we plan to build a thousand houses at one time it would 
be ten times cheaper than to plan and build one at a 
time, and the more we build the cheaper terms we 
would get. This is a positive economic law. The only 
danger in this is over-production. That is the only 
obstacle for all production on a large scale. Since the 
industrial revolution in Europe and America, every 
financial panic before the world war was caused by 
over-production. In the case of our housing industry 
in China, there are four hundred million customers. 
At least fifty million houses will be needed in the com- 
ing fifty years. Thus a million houses a year will be 
the normal demand of the country. 

Houses are a great factor in civilization. They give 
men more enjoyment and happiness than food and 
clothes. More than half of the human industries are 
contributing to household needs. The housing in- 
dustry will be the greatest undertaking of our Interna- 
tional Development Scheme, and also will be the most 
profitable part of it. My object of the development of 
the housing industry is to provide cheap houses to the 
masses. A ten thousand dollar house now built in the 




214 THE INTERNATIONAL 

treaty port can be produced for less than a thousand 
dollars and yet a high margin of profit can be made. 
In order to accomplish this we have to produce trans- 
port, and distribute the materials for construction. 
After the house is finished, all household equipment 
must be furnished. Both of these will be comprised in 
the housing industry which I shall formulate as 
follows : 

a. The Production and Transportation of Build- 

ing Materials. 

b. The Construction of Houses. 

c. The Manufacturing of Furniture. 

d. The Supply of Household Utilities. 

a. The Production and Transportation of Building 
Materials 

The building materials are bricks, tiles, timber, skele- 
ton iron, stone, cement and mortar. Each of these 
materials must be manufactured or cut out from raw 
materials. So kilns for the manufacture of tiles and 
bricks must be put up. Mills for timbers must be 
established, also factories for skeleton irons. Quarries 
must be opened and factories for cement and mortar 
must be started. All these establishments must be put 
up at suitable districts where materials and markets are 
near one another. All should be under one central 
control so as to regulate the output of each of these 
materials in proportion to the demand. After the 
materials are ready they must be transported to the 



DEVELOPMENT OF CHINA 215 

places where they are wanted by special bottoms on 
waterways, and by special cars on railways so as to 
reduce the cost as low as possible. For this purpose 
special boats and cars must be built by the shipbuilding 
department and the car factory. 

b. The Construction of Houses 

The houses to be built in China will comprise public 
buildings and private residences. As the public build- 
ings are to be built with public funds for public uses 
which will not be a profitable undertaking, a special 
Government Department should therefore be created 
to take charge. The houses that are to be built under 
this International Development Scheme will be private 
residences only with the object to provide cheap houses 
for the people, as well as to make profit for this Inter- 
national concern. The houses will be built on standard- 
ized types. In cities and towns the houses should be 
constructed on two lines : the single family and the 
group family houses. The former should again be 
sub-divided into eight-roomed, ten-roomed and twelve- 
roomed houses, and the latter into ten- family, hundred- 
family and thousand- family houses, with four or six 
rooms for each family. In the country districts the 
houses should be classified according to the occupation 
of the people, and special annexes such as barns and 
dairies should be provided for the farmers. All houses 
should be designed and built according to the needs 
and comfort of man; so a special architectural depart- 
ment should be established to study the habits, 



216 THE INTERNATIONAL 

occupations and needs of different people and make 
improvements from time to time. The construction 
should be performed as much as possible by labor- 
saving machinery so 4 as to accelerate work and save 
expenses. 

c. The Manufacturing of Furniture 

As all houses in China should be remodelled all 
furniture should be replaced by up-to-date ones, which 
are made for the comforts and needs of man. Furni- 
ture of the following kinds should be manufactured : 
the library, the parlor, the bedroom, the kitchen, the 
bathroom and the toilet. Each kind should be manu- 
factured in a special factory under the management of 
the International Development Organization. 

d. The Supply of Household Utilities 

The household utilities are water, light, heat, fuel and 
telephones. Except in treaty ports, there is no water- 
supply system in any of the cities and towns of China. 
Even many treaty ports possess none as yet. In all the 
large cities, the people obtain their water from rivers 
which at the same time act as sewage. The water 
supply of the large cities and towns in China is most 
unsanitary, (i) It is an urgent necessity that water 
supply systems should be installed in all cities and towns 
in China without delay. Therefore special factories 
for equipping the water system should be established 
in order to meet the needs. (2) Lighting plants should 
be installed in all the cities and towns in China. So 






DEVELOPMENT OF CHINA 217 

factories for the manufacture of the machinery light- 
ing plants should be established. (3) Modern heating 
plants should be installed in every household, using 
either electricity, gas, or steam. So the manufacturing 
of heating equipment is a necessity. Factories should 
be established for this purpose. (4) Cooking fuel is 
one of the most costly items in the daily needs of the 
Chinese people. In the country the people generally 
devote ten per cent of their working time to gathering 
firewoods. In town the people spend about twenty per 
cent of their living expenses for firewood alone. Thus 
this firewood question accumulates into a great national 
waste. The firewood and grass as a cooking fuel 
must be substituted by coal in the country districts, and 
by gas or electricity in towns and cities. In order to 
use coal gas and electricity, proper equipment must 
be provided. So factories for the manufacturing of 
coal gas, and electricity, stoves for every family must 
be established by this International Development Or- 
ganization. (5) Telephones must also be supplied to 
every family in the cities as well as in the country. So 
factories for manufacturing the equipment must be 
put up in China, in order to render them as cheap as 
possible. 

PART IV 

The Motoring Industry 

The Chinese are a stagnant race. From time im- 
memorial a man is praised for staying at home and 



218 THE INTERNATIONAL 

caring for his immediate surroundings only. Laotse 
— a contemporary of Confucius — says: "The good 
people are those who live in countries so near to each 
other that they can hear each other's cock crow and 
dog bark and yet they never have had intercourse with 
each other during their lifetime." This is often quoted 
as the Golden Age of the Chinese people. But in mod- 
ern civilization the condition is entirely changed. 
Moving about occupies a great part of a man's life 
time. It is the movement of man that makes civiliza- 
tion progress. China, in order to catch up with modern 
civilization, must move. And the movement of the 
individual forms an important part of the national 
activity. A man must move whenever and wherever 
he pleases with ease and rapidity. However, China, 
at present, lacks the means of facility for individual 
movement, for all the old great highways were ruined 
and have disappeared, and the automobile has not yet 
been introduced into the interior of the country. The 
motor car, a recent invention, is a necessity for rapid 
movement. If we wish to move quickly and do more 
work, we must adopt the motor car as a vehicle. But 
before we can use the motor car, we have to build our 
roads. In the preliminary part of this International 
Development Scheme, I proposed to construct one mil- 
lion miles of roads. These should be apportioned 
according to the ratio of population in each district for 
construction. In the eighteen provinces of China 
Proper, there are nearly 2,000 hsiens. If all parts of 
China are to adopt the hsien administration, there will 



DEVELOPMENT OF CHINA 219 

be nearly 4,000 hsiens in all. Thus the construction 
of roads for each hsien will be on an average of 250 
miles. But some of the hsiens have more people and 
some have less. If we divide the million miles of 
roads by the four hundred million people, we shall have 
one mile to every four hundred. For four hundred 
people to build one mile of road is not a very difficult 
task to accomplish. If my scheme of making road- 
building as a condition for granting local autonomy is 
adopted by the nation, we shall see one million miles of 
road built in a very short time as if by a magic 
wand. 

As soon as the people of China decide to build roads, 
this International Development Organization can begin 
to put up factories for manufacturing motor cars. 
First start on a small scale and gradually expand the 
plants to build more and more until they are sufficient 
to supply the needs of the four hundred million people. 
The cars should be manufactured to suit different pur- 
poses, such as the farmer's car, the artisan's car, the 
business man's car, the tourist's car, the truck car, etc. 
All these cars, if turned out on a large scale, can be 
made much cheaper than at present, so that everybody 
who wishes it, may have one. 

Besides supplying cheap cars, we must also supply 
cheap fuel, otherwise the people will still be unable to 
use them. So the development of the oil fields in 
China should follow the motor car industry. This 
will be dealt with in more detail under the mining 
industry. 



220 THE INTERNATIONAL 

PART V 
The Printing Industry 

This industry provides man with intellectual food. 
It is a necessity of modern society, without which man- 
kind cannot progress. All human activities are 
recorded, and all human knowledge is stored in print- 
ing. It is a great factor of civilization. The progress 
and civilization of different nations of the world are 
measured largely by the quantity of printed matter 
they turned out annually. China, though the nation 
that invented printing, is very backward in the develop- 
ment of its printing industry. In our International 
Development Scheme, the printing industry must also 
be given a place. If China is developed industrially 
according to the lines which I suggested, the demand 
for printed matter by the four hundred millions will 
be exceedingly great. In order to meet this demand 
efficiently, a system of large printing houses must be 
established in all large cities in the country, to undertake 
printing of all kinds from newspapers to encyclopaedia. 
The best modern books on various subjects in different 
countries should be translated into Chinese and pub- 
lished in cheap edition form for the general public in 
China. All the publishing houses should be organized 
under one common management, so as to secure the 
best economic results. 

In order to make printed matter cheap, other sub- 
sidiary industries must be developed at the same time. 



DEVELOPMENT OF CHINA 221 

The most important of these is the paper industry. At 
present all the paper used by newspapers in China is 
imported. And the demand for paper is increasing 
every day. China has plenty of raw materials for mak- 
ing paper, such as the vast virgin forests of the north- 
western part of the country, and the wild reeds of the 
Yangtze and its neighboring swamps which would fur- 
nish the best pulps. So, large plants for manufacturing 
papers should be put up in suitable locations. Besides 
the paper factories, ink factories, type foundries, print- 
ing machine factories, etc., should be established under 
a central management to produce everything that is 
needed in the printing industry. 



PROGRAM VI 
The Mining Industry 

Mining and farming are the two most important 
means of producing raw materials for industries. As 
farming is to produce food for man, so mining is to 
produce food for machinery. Machinery is the tree 
of modern industries, and the mining industry is the 
root of machinery. Thus, without the mining industry 
there would be no machinery, and without machinery 
there would be no modern industries which have revo- 
lutionized the economic conditions of mankind. The 
mining industry, after all, is the greatest factor of 
material civilization and economic progress. Although 
in the fifth part of the first program I suggested the 
development of the iron and coal fields in Chili and 
Shansi as an auxiliary project for the development of 
the Great Northern Port, still, a special program should 
be devoted to mining in general. The mineral lands 
of China belong to the state, and mining in China is 
still in its infancy. So to develop the mining industry 
from the outset as a state enterprise would be a sound 
economic measure. But mining in general is very risky 
and to enlist foreign capital in its development in a 
wholesale manner is unadvisable. Therefore, only such 
mining projects which are sure to be profitable will be 

222 



DEVELOPMENT OF CHINA 223 

brought under the International Development Scheme. 
I shall formulate this mining program as follows : 

I. The Mining of Iron. 

II. The Mining of Coal. 

III. The Mining of Oil. 

IV. The Mining of Copper. 

V. The Working of Some Particular Mines. 
VI. The Manufacture of Mining Machinery. 
VII. The Establishment of Smelting Plants. 

PART I 
The Mining of Iron 

Iron is the most important element in modern in- 
dustries. Its deposits are found in great quantities 
in certain areas and can be easily mined. The iron 
mines should be worked absolutely as a state property. 
Besides the Chili and Shansi iron mines, the other 
iron fields must also be developed. There are very rich 
deposits in the southwestern provinces, the Yangtze 
Valley and the northwestern provinces in China Proper. 
Sinkiang, Mongolia, Manchuria, Kokonor, and Tibet 
also possess large deposits of iron. We have the Han 
Yeh Ping Iron and Steel Works in the Yangtze Valley 
and the Pen Chi Hu Iron and Steel W r orks in South 
Manchuria, both of which are largely capitalized by 
Japan and are working very profitably lately. There 
should be similar works in the vicinity of Canton, the 
Great Southern Port, and also in Szechuen, and Yun- 



224 THE INTERNATIONAL 

nan, where iron and coal are found side by side. The 
iron deposits in Sinkiang, Kansu, Mongolia, etc., must 
also be developed one after the other, according to the 
needs of the locality. Iron and Steel Works must be 
put up in each of these regions to supply the local de- 
mand for manufactured iron. What amount of capital 
should be invested in these additional iron and steel 
works must be thoroughly investigated by experts. But 
I should say that a sum equal to or double the amount 
to be invested in the Chili and Shansi iron and steel 
works will not be too much, because of the great de- 
mand which will result in the development of China. 

PART II 
The Mining of Coal 

China is known to be the country most rich in coal 
deposits, yet her coal fields are scarcely scratched. The 
output of coal in the United States is about six hundred 
million tons a year. If China is equally developed she 
should, according to the proportion of her population, 
have an output of four times as much coal as the 
United States. This will be the possibility of coal min- 
ing in China which the International Development 
Organization is to undertake. As coal deposits are 
found in great quantities in certain areas so its output 
can be estimated quite accurately beforehand. Thus, 
the risk is of no consideration and the profit is sure. 
But as coal is a necessity of civilized community and 
the sinews of modern industries, the principal ob- 



DEVELOPMENT OF CHINA 225 

ject for mining should not be for profit alone, but for 
supplying the needs of mankind. After the payment 
of interest and capital of the foreign loans for its 
development, and the securing of high wages for the 
miners, the price of coal should be reduced as low as 
possible so as to meet the demands of the public as well 
as to give impetus to the development of various indus- 
tries. I suggest that besides the mining of coal for 
the iron and steel works, a plan for producing two 
hundred million tons of coal a year for other uses 
should be formed at the start. Mines should be 
opened along the seaboard and navigable rivers. 
As Europe is now seeking coal from China this 
amount will not be over-production from the begin- 
ning. A few years later when the industries of China 
will be more developed more coal will be needed. 
How much capital will be required and what mines are 
to be worked, have to be submitted to scientific investi- 
gation under expert direction. 

Besides coal mining, the coal products industry 
must be developed under the same management. This 
is a new industry without any competition and has an 
unlimited market in China. Great profits will be 
assured on the capital invested. 

PART III 
The Mining of Oil 

It is well-known that the richest company in the 
world is the Standard Oil Company of New York, and 
14 



226 THE INTERNATIONAL 

that the richest man in the world is Rockefeller, or- 
ganizer of this company. This proves that oil mining" 
is a most profitable business. China is known to be a 
very rich oil-bearing country. Oil springs are found 
in the provinces of Szechuen, Kansu, Sinkiang, and 
Shensi. How vast is the underground reservoir of oil 
in China is not yet known. But the already known 
oil springs have never been worked and made use of, 
while the import of kerosene, gasoline, and crude oil 
from abroad is increasing every year. When China 
is developed as a motoring country, the use of gasoline 
will be increased a thousand- fold, then the supply from 
the foreign fields will not be able to meet the demands, 
as shortage of oil is already felt in Europe and 
America. The mining of oil in China will soon be- 
come a necessity. This enterprise should be taken up 
by the International Development Organization for 
the state. Production on a large scale should be started 
at once. Pipe line systems should be installed between 
oil districts and populous and industrial centers in 
the interior and also river and sea ports. What amount 
of capital should be invested in the project will have 
to be investigated by experts. 

PART IV 
The Mining of Copper 

The copper deposits, like iron ores, are found in 
great quantities in different places. So the quantity 
of ores in each mine can be accurately estimated before 



DEVELOPMENT OF CHINA 227 

it is opened and its working generally runs no risk. 
Thus, the mining of copper should be taken up as a 
government enterprise, as was always the case in China, 
and financed and worked by the International Develop- 
ment Organization. The richest copper deposits in 
China are found along the border of Szechuen and 
Yunnan on the Yangtze River. The government cop- 
per mine in Chaotung, in the northeastern corner of 
Yunnan, has been working for many centuries. Cash, 
the standard currency of China, was made mostly of 
the copper from Yunnan province. The currency still 
absorbs an enormous quantity of copper. Owing to the 
difficulty of transporting the Yunnan copper, most of 
the metal for currency is being imported from foreign 
countries. Besides currency, copper is very commonly 
used for many other purposes and when the industries 
in China are developed the demand will increase a 
hundred times. So the demand for this metal will be 
very great in the market of China alone. I suggest that 
production on a large scale should be adopted and 
modern plants should be installed in copper mines. 
How much capital to be invested in this enterprise 
should be decided by experts after careful investigation. 

PARTV 
The Working of Some Particular Mines 

In regard to the mining of various kinds of metal, 
some particular mines should be taken up by the In- 
ternational Development Organization. There are 



228 THE INTERNATIONAL 

many famous mines in China which have been worked 
for many centuries by hand, such as the Kochui tin 
mine in Yunnan, the Moho gold mine in Heilungkiang, 
and the Khotan jade mine in Sinkiang. All these mines 
are known to have very rich deposits, — the deeper the 
richer. Hitherto only the surface parts of those mines 
have been worked and the larger deposits are still un- 
touched, owing to the lack of means of getting rid of 
the water. Some of the mines are still in the hands 
of the Government, while others have been given up to 
private concerns. If modern machinery is adopted the 
mines should revert to the Government so as to secure 
economy in working. Many discarded mines of this 
kind should be thoroughly investigated, and if found 
profitable, work should be resumed under the Interna- 
tional Development Scheme. All future mining, other 
than government enterprise, should be leased to private 
concerns on contract, and when the term is up, the 
government has the option to take them over, if found 
profitable as a state property. Thus all profitable 
mines will be socialized in time and the profit will be 
equally shared by all the people in the country. 

PART VI 
The Manufacture of Mining Machinery 
Most of the metal deposits of the earth are in small 
quantities and scattered far and wide in various places. 
Most of the mining enterprises resemble farming in that 
it is more profitable to work by individuals and small 
parties. As such is the case, most of the mining enter- 



DEVELOPMENT OF CHINA 229 

prises have to be worked out by private concerns. In 
order to accelerate the development of mining, more 
liberal laws should be adopted ; education and informa- 
tion should be given freely by experts employed by the 
state; and encouragement and financial assistance 
should be given by the state and private banks. The 
part that the International Development Organization 
should take in general mining enterprises is to manu- 
facture all kinds of mining tools and machinery, and to 
supply them to the miners at low cost, either on cash 
or on credit. By distributing tools and machinery to the 
surplus workers in China, the mining industry would 
be developed by leaps and bounds. And the more the 
mining industry is developed the more will be the de- 
mand for tools and machinery. Thus the profits for 
the manufacturing concerns would be limitless, so to 
speak. Of course, the factories should be started on 
a small scale and be extended gradually according to 
the ratio of the development of the mining industry. 
I suggest that the first factory of this kind should be 
established at Canton, the seaport of the southwestern 
mining region, where raw materials and skilled labor 
can be easily obtained. The other factories should be 
established in Hankow and the Great Northern Port 
afterwards. 

PART VII 
The Establishment of Smelting Plants 

Smelting plants for various kinds of metals should 
be put up in all mining districts to turn ore into metals. 



230 DEVELOPMENT OF CHINA 

These smelting plants should be conducted under the 
cooperative system. At first, a reasonable price should 
be paid to the miner when the ore is collected. After- 
wards, when the metal is sold, either at home or in 
foreign markets, the smelting works will take a share of 
the profit to cover the expenses, the interest, the sinking 
fund, etc. The surplus profit should be divided among 
the workers according to their wages, and among the 
capitalists according to the proportion of ore they con- 
tribute to the furnace. In this way we can encourage 
private mining enterprise which forms the root of 
other industries. All smelting works should be put up 
according to local needs and their scale should be de- 
termined by experts and managed under a central 
control. 



CONCLUSION 

In this International Development Scheme, I venture 
to present a practical solution for the three great world 
questions which are the International War, the Com- 
mercial War and the Class War. As it has been dis- 
covered by post-Darwin philosophers that the primary 
force of human evolution is cooperation and not 
struggle as that of the animal world, so the fighting 
nature, a residue of the animal instinct in man, must 
be eliminated from man, the sooner the better. 

International war is nothing more than pure and 
simple organized robbery on a grand scale, which all 
right-minded people deplore. When the United States 
of America turned the recent European conflict into 
a world war by taking part in it, the American people 
to a man determined to make this war end war forever. 
And the hope of the peace-loving nations in the world 
was raised so high that we Chinese thought that the 
"Tatung" or the Great Harmony Age was at hand. 
But unfortunately, the United States has completely 
failed in peace, in spite of her great success in war. 
Thus, the world has been thrown back to the pre-war 
condition again. The scrambling for territories, the 
struggle for food, and the fighting for raw materials 

231 



232 THE INTERNATIONAL 

will begin anew. So instead of disarmament there is 
going to be a greater increase in the armies and navies 
of the once allied powers for the next war. China, the 
most rich and populous country in the world, will be 
the prize. Some years ago there was great inclination 
among the Powers to divide China and Imperial 
Russia actually took steps to colonize Manchuria. But 
the then chivalrous Japan went to war with Russia and 
thus saved China from partition. Now the militaristic 
policy of Japan is to swallow China alone. So long as 
China is left to the tender mercy of the militaristic 
powers she must either succumb to partition by several 
powers or be swallowed up by one power. 

However, the tide of the world seems to be turning. 
After centuries of sound slumber, the Chinese people 
at last are waking up and realizing that we must get 
up and follow in the world's progress. Now we are at 
the parting of the ways. Shall we organize for war or 
shall we organize for peace? Our militarists and re- 
actionaries desire the former, and they are going to 
Japanize China, so that when the time comes they will 
start another Boxer Movement once more to defy the 
civilized world. But as the founder of the Chung 
Hwa Min Kuo — the Chinese Republic — I desire to have 
China organized for peace. * I, therefore, begin to uti- 
lize my pen, which I hope will prove even mightier 
than the sword that I used to destroy the Manchu 
Dynasty, to write out these programs for organizing 
China for peace. 

During the course of my writing, these programs 



DEVELOPMENT OF CHINA 233 

have been published in various magazines and news- 
papers time after time and are being spread all over 
China. They are welcomed everywhere and by everyone 
in the country. So far there is not a word expressed 
in disfavor of my proposition. The only anxiety ever 
expressed regarding my scheme is where can we obtain 
such huge sums of money to carry out even a small part 
of this comprehensive project. Fortunately, however, 
soon after the preliminary part of my programs had 
been sent out to the different governments and the 
Peace Conference, a new Consortium was formed in 
Paris for the purpose of assisting China in developing 
her natural resources. This was initiated by the Ameri- 
can Government. Thus we need not fear the lack of 
capital to start work in our industrial development. If 
the Powers are sincere in their motive to cooperate for 
mutual benefit, then the military struggle for material 
gain in China could eventually be averted. * For by 
cooperation, they can secure more benefits and advan- 
tages than by struggle. The Japanese militarists still 
think that war is the most profitable national pursuit, 
and their General Staff keeps on planning a war once 
in a decade. This Japanese illusion was encouraged 
and strengthened by the campaign of 1894 against 
China, a cheap and short one but rich in remuneration 
for Japan; also by the campaign of 1904 against Russia 
which was a great success to the Japanese, and its 
fruit of victory was no less in value ; finally by the cam- 
paign of 191 4 against Germany which formed her part 
in the world war Japan took. Although Japan took the 



234 THE INTERNATIONAL 

smallest part in the world war and expended the least 
in men and money, yet the fruit of her victory was 
Shantung, a territory as large as Roumania before the 
war, with a population as numerous as that of France. 
With such crowning results in every war during the last 
thirty years no wonder the Japanese militarists think 
that the most profitable business in this world is War. 

The effect of the last war in Europe proves, however, 
just the contrary. An aggresive Germany lost entirely 
her capital and interests, plus something more, while 
victorious France gained practically nothing. Since 
China is awake now, the next aggression from Japan 
will surely be met by a resolute resistance from the 
Chinese people. Even granted that Japan could con- 
quer China, it would be an impossibility for Japan to 
govern China profitably for any period of time. The 
Japanese financiers possess better foresight than their 
militarists as was proved during the dispute of the 
Manchurian and the Mongolian reservations when the 
former prevailed over the latter thus causing the Japa- 
nese Government to give up her monopoly of these 
territories to the new Consortium, in order to cooperate 
with the other powers. We, the Chinese people, who 
desire to organize China for peace will welcome heartily 
this new Consortium provided it will carry out the 
principles which are outlined in these programs. ' Thus, 
cooperation of various nations can be secured and the 
military struggle for individual and national gain will 
cease forever. 

Commercial war, or competition, is a struggle be- 



DEVELOPMENT OF CHINA 235 

tween the capitalists themselves. This war has no 
national distinction. It is fought just as furiously and 
mercilessly between countries as well as within the 
country. The method of righting is to undersell each 
other, in order to exhaust the weaker rivals so that the 
victor may control the market alone and dictate terms 
to the consuming public as long as possible. The result 
of the commercial war is no less harmful and cruel to 
the vanquished foes than an armed conflict. This war 
has become more and more furious every day since the 
adoption of machinery for production. It was once 
thought by the economists of the Adam Smith school 
that competition was a beneficent factor and a sound 
economic system, but modern economists discovered 
that it is a very wasteful and ruinous system. As a 
matter of fact, modern economic tendencies work in a 
contrary direction, that is, towards concentration in- 
stead of competition. That is the reason why the trusts 
in America flourish in spite of the anti-trust law and 
the public opinion which aim at suppressing them. For 
trusts, by eliminating waste and cutting down expenses 
can produce much cheaper than individual producers. 
Whenever a trust enters into a certain field of industry, 
it always sweeps that field clean of rivals, by supplying 
•cheap articles to the public. This would prove a bless- 
ing to the public but for the unfortunate fact that the 
trust is a private concern, and its object is to make as 
much profit as possible. As soon as all rivals are swept 
clean from the field of competition, the trust would 
raise the price of its articles as high as possible. Thus 



236 THE INTERNATIONAL 

the public is oppressed by it. The trust is a result of 
economic evolution/ there fore it is out of human power 
to suppress it. " The proper remedy is to have it owned 
by all the people of the country. * In my International 
Development Scheme, I intend to make all the national 
industries of China into a Great Trust owned by the 
Chinese people, and financed with international capital 
for mutual benefit. Thus once for all, commercial war 
will be done away with in the largest market of the 
world. 

Class war is a struggle between labor and capital. 
The war is at present raging at its full height in all the 
highly developed industrial countries. Labor feels sure 
of its final victory while capitalists are determined to 
resist to the bitter end. When will it end and what 
will be the decision no one dares to predict. China, 
however, owing to the backwardness of her industrial 
development, which is a blessing in disguise, in this re- 
spect, has not yet entered into the class war. Our 
laboring class, commonly known as coolies, are living 
from hand to mouth and will therefore only be too glad 
to welcome any capitalist who would even put up a 
sweat shop to exploit them. The capitalist is a rare 
specimen in China and is only beginning to make his 
appearance in the treaty ports. 

However, China must develop her industries by all 
means. Shall we follow the old path of western civili- 
zation? This old path resembles the sea route of 
Columbus' first trip to America. He set out from 
Europe by a southwesterly direction through the 






DEVELOPMENT OF CHINA 237 

Canary Islands to San Salvador, in the Bahama Group. , 
But nowadays navigators take a different direction to ' 
America and find that the destination can be reached 
by a distance many times shorter. The path of western 
civilization was an unknown one and those who went 
before groped in the dark as Columbus did on his first 
voyage to America. As a late comer, China can greatly 
profit in covering the space by following the direction 
already charted by western pioneers. Thus we can fore- 
see that the final goal of the westward-ho in the Atlantic 
is not India but the New World. So is the case in 
the economic ocean. "The goal of material civilization 
is not private profit but public profit. And the shortest 
route to it is not competition but co-operation. In my 
International Development Scheme, I propose that the 
profits of this industrial development should go first 
to pay the interest and principal of foreign capital in- 
vested in it; second to give high wages to labor; and 
third to improve or extend the machinery of produc- 
tion. Besides these provisions the rest of the profit 
should go to the public in the form of reduced prices 
in all commodities and public services. Thus, all will 
enjoy, in the same degree, the fruits of modern 
civilization. This industrial development scheme 
which is roughly sketched in the above six programs 
is a part of my general plan for constructing a New 
China. In a nutshell, it is my idea to make capitalism 
create socialism in China so that these two economic 
forces of human evolution will work side by side in 
future civilization. 






APPENDIX I 

Preliminary Agreement Providing for the Fi- 
nancing and Construction of the Railway from 
Canton to Chungking with Extension to 
Lanchow 

This Agreement is made at Shanghai on the fourth 
day of the seventh month of the second year of the 
Republic of China being the fourth day of July, 191 3, 
and the contracting parties are : The Chinese National 
Railway Corporation (hereinafter termed " the Corpo- 
ration") duly authorized in virtue of the Presidential 
Mandate of the ninth day of the ninth month of the 
Republic of China being the ninth day of September, 
191 2, and in virtue of the Charter of the Corporation 
duly promulgated by a Presidential Mandate of the 
thirty-first day of the third month of the second year 
of the Republic of China being the thirty-first day of 
March, 191 3, on the one part and Messrs. Pauling 
and Company, Limited, of 26 Victoria Street, London, 
S. W. (hereinafter termed "the Contractors") on the 
other part. 

Now it is Hereby Agreed by and between the 
parties hereto as follows : 

239 



240 APPENDIX I 

ARTICLE I 

The Contractors, or their Assigns, agree to issue 
on behalf of the Government of the Republic of China 
a sterling Loan, bearing interest at the rate of five per 
cent per annum, (hereinafter referred to as "the Loan") 
for such an amount as may be mutually estimated to be 
necessary for the completion of the Railway from Can- 
ton to Chungking. 

The Loan shall be of the date on which the first 
series of Bonds are issued and shall be called "The 
Chinese National Railways Government five per cent 
Gold Loan of 191 2 for the Canton Chungking Rail- 
way." 

ARTICLE II 

The proceeds of the Loan are designed for the con- 
struction and equipment of the Railway from Canton 
to Chungking (hereinafter called "the Railway") and 
for all necessary expenditure appertaining thereto as 
may be arranged in the Detailed Agreement, referred 
to in Article 17. 

ARTICLE III 

The payment of the interest and the redemption of 
the Capital of the Loan are guaranteed by the Govern- 
ment of the Republic of China and by a special lien 
upon the Canton Chungking Railway. 

This special lien constitutes a first mortgage in 
favour of the Contractors, acting on behalf of the 
Bondholders, upon the Railway itself, as and when con- 



APPENDIX I 241 

structed, and on the revenue of all descriptions deriv- 
able therefrom, and upon all materials, rolling stock 
and buildings of every description purchased or to be 
purchased for the Railway. 

Should there be default in payments on the dates 
fixed of all or part of the half yearly interest or amor- 
tization payments, the Contractors shall have the right 
to exercise on behalf of the Bondholders all the rights 
of action which accrue to them from the special mort- 
gage. 

ARTICLE IV 

During the time of construction of the Railway the 
interest on the Bonds and on any advances made by the 
Contractors shall be paid from the proceeds of 
the Loan. The accruing interest from any proceeds of 
the Loan not used during the period of construction, 
and the earnings derived by the Corporation from the 
working of any sections of the Railway as they are 
built, are to be used to make up the amount required for 
the payment of the said interest, and if any deficiency 
remains it is to be met from the proceeds of the Loan. 

When the construction of the Railway is wholly com- 
pleted, the interest on the Bonds is to be paid from the 
income or earnings of the Railway received by the Cor- 
poration, in such manner and on such dates as may be 
provided for in the Detailed Agreement provided for in 
Article 17 of this Agreement. 

If, at any time, the earnings of the Railway, together 
with the funds available from the proceeds of the Loan, 



242 APPENDIX I 

are not sufficient to meet the interest on the Bonds 
and the repayment of the capital in accordance with 
the Amortization Schedule to be attached to the De- 
tailed Agreement, the Government of the Republic of 
China, in approving of this Agreement, unconditionally 
undertakes and promises to pay the principal of the 
Loan and the interest of the Loan on the due dates to 
be fixed therefor in the Detailed Agreement provided 
for in Article 17 of this Agreement. 

ARTICLE V 

The bonds shall be Bonds of the Government of the 
Republic of China. 

ARTICLE VI 

The Loan shall be issued to the public in two or more 
series of Bonds, the first issue to be made to the amount 
of from one to two million pounds sterling as soon as 
possible after the signature of the Detailed Agreement 
referred to in Article 17 of this Agreement. The issue 
price of the Bonds shall be fixed by the Corporation 
and the Contractors sometime before the issue, taking 
the last price of similar Bonds as a basis for fixing the 
market price. The price payable to the Corporation 
shall be the actual rate of issue to the public less a suffi- 
cient amount to cover the cost of stamps on the Bonds 
in the various (countries of issue, provided always that 
at least fifty per cent of the Bonds shall be issued in 
England, plus floatation charges of four per cent re- 
tainable by the Contractors (that is to say, a charge 



APPENDIX I 243 

of four pounds for every one hundred pound Bond 
issued). 

After the Detailed Agreement referred to in Article 
17 is settled, and pending the issue of the Loan, the 
Contractors shall deposit the sum of fifty thousand 
pounds with the issuing Bank to the Canton Chung- 
king Railway account, and this amount can be drawn 
on by the Corporation for survey and other necessary 
expenses authorized by the Managing Director against 
certificates signed by the Chief Accountant and Chief 
Engineer. This sum of fifty thousand pounds shall 
bear interest at the rate of five per cent per annum and 
shall be refunded out of the proceeds of the Loan. 

ARTICLE VII 

The proceeds of the Loan shall be deposited with the 
issuing Bank, to be nominated and guaranteed by the 
Contractors, to the credit of a Canton Chungking Rail- 
way Account on such terms as may be mutually 
arranged in the Detailed Agreement referred to in 
Article 17. 

When the work of construction is ready to begin a 
sum equal to the estimated expenditure in China for six 
months shall be transferred to a Bank in China to be 
mutually agreed upon and there placed to the credit of 
a Canton Chungking Railway Account to be operated 
upon by the Corporation under certificates signed by 
the Chief Accountant and the Chief Engineer. This 
amount of estimated expenditure for six months shall 
be maintained by subsequent monthly transfers so that, 



244 



APPENDIX I 



as far as possible, there shall always be six months 
estimated expenditure in China on deposit in a Bank in 
China to be mutually agreed upon. 

ARTICLE VIII 



Immediately after the signing of the Detailed Agree- 
ment, the Corporation will establish a Head Office at 
Canton for the Canton Chungking Railway. This 
Office will be under the direction of a Chinese Manag- 
ing Director to be appointed by the Corporation, with 
whom will be associated a British Engineer-in-Chief 
and a British Firm of Public Accountants, of re- 
cognized standing, whose representative shall be Chief 
Accountant (hereinafter called "the Chief Account- 
ant"). These British Employes shall be nominated by 
the Corporation and the Contractors, jointly, and shall 
be appointed by the Corporation. Their dismissal shall 
take place, only, with the joint approval of the Cor- 
poration and the Contractors. 

It is understood that the duties to be performed by 
these employes are intended to promote the mutual 
interests of the Corporation and the Bondholders re- 
spectively, and it is therefore agreed that all cases of 
difference arising therefrom shall be referred for 
amicable adjustment between the Corporation and the 
Representative of the Contractors. The salaries and 
other terms of Agreement of the Engineer-in-Chief 
and the Chief Accountant shall be arranged between 
the Corporation and the Contractors ; and the amount 



APPENDIX I 245 

of their salaries, etc., shall be paid out of the general 
accounts of the Railway. 

For all important technical appointments for the 
operation of the Railway, Europeans of experience and 
ability shall be engaged and wherever competent 
Chinese are available, they shall be employed. All such 
appointments shall be made, and their functions 
defined, by the Managing Director and the Engineer- 
in-Chief in consultation, and shall be submitted for the 
approval of the Corporation; similar procedure shall 
be followed in the case of Europeans employed in the 
Chief Accountant's department. In the event of the 
misconduct, or the incompetency of these European 
employes, their services may be dispensed with by the 
Managing Director, after consultation with the Engi- 
neer-in-Chief, and subject to the sanction of the Cor- 
poration. The form of Agreements made with these 
European Employes shall conform to the usual 
practice. 

The accounts of the receipts and the disbursements 
of the Railway's construction and operation, shall be 
in Chinese and English in the department of the Chief 
Accountant, whose duty it shall be to organize and 
supervise the same, and to report thereon for the in- 
formation of the Corporation through the Managing 
Director, and of the Contractors as representing the 
Bondholders. All receipts and payments shall be 
certified by the Chief Accountant and authorized by 
the Managing Director. 

For the general technical staff of the Railway, after 



246 



APPENDIX I 



completion of construction, the necessary arrangements 
shall be made by the Managing Director in consulta- 
tion with the Engineer-in-Chief, and reported to the 
Corporation in due course. 

The duties of the Engineer-in-Chief shall consist in 
the efficient and economical maintenance of the Rail- 
way, and the general supervision thereof in consulta- 
tion with the Managing Director. The duties of the 
Chief Engineer during construction shall be set forth 
in the Detailed Agreement, referred to in Article 17 of 
this Agreement. 

The Engineer-in-Chief shall always give courteous 
consideration to the wishes and instructions of the 
Corporation, whether conveyed directly or through the 
Managing Director, and shall always comply therewith, 
having at the same time due regard to the efficient 
construction and maintenance of the Railway. 

A school for the education of Chinese in Railway 
matters shall be established by the Managing Director 
subject to the approval of the Corporation. 



ARTICLE IX 

The Contractors shall construct and equip the Rail- 
way and shall receive as remuneration a sum equal to 
seven per cent on the actual cost of the construction 
and equipment of the Railway. The term "Equip- 
ment" shall be held to include in its meaning all 
requirements necessary for the operation of the Rail- 
way and shall therefore include Rolling Stock and 
Locomotives sufficient for operation. 



APPENDIX I 247 

It is clearly understood that the term "Equipment" 
does not include any purchases made for the Railway 
after it has been completely constructed and equipped 
and handed over ready for operation. 

It is further clearly understood that the cost of land 
purchased for the Railway, the salaries of the Manag- 
ing Director, Chief Accountants, Chief Engineer, and 
the cost of their offices and staff shall not be included 
in the meaning of the terms "construction and 
equipment." 

The Contractors shall have the option of construct- 
ing on the same terms the proposed extension of the 
Railway to Lanchow in the Province of Kansu, or a 
Railway of similar milage in some other part of China 
to be mutually agreed upon, and this option shall 
be for seven years from the commencement of 
construction. 

All other arrangements in connection with the con- 
struction and equipment of the Railway shall be settled 
in the Detailed Agreement referred to in Article 17. 

ARTICLE X 

All land that may be required along the whole course 
of the Railway within survey limits, and for the neces- 
sary sidings, stations, repairing shops and car sheds, to 
be provided for in accordance with the detailed plans, 
shall be acquired by the Corporation at the actual cost 
of the land, and shall be paid for out of the proceeds 
of the Loan. 



248 



APPENDIX I 



ARTICLE XI 

The Contractors shall hand over to the Corporation 
each section of the Railway, when completed, for 
operation in accordance with the provisions of the 
Detailed Agreement. 

ARTICLE XII 

The Contractors shall be appointed Trustees for the 
Bondholders and shall receive such remuneration as 
may be fixed in the Detailed Agreement. 



ARTICLE XIII 

The Government of the Republic of China, when- 
ever necessary, will provide protection for the Railway 
while under construction or when in operation, and all 
the properties of the Railway as well as Chinese and 
foreigners employed thereon, are to enjoy protection 
from the local Officials. 

The Railway may maintain a force of Chinese Police 
with Chinese officers, their wages and maintenance to 
be wholly defrayed as part of the cost of the construc- 
tion and maintenance of the Railway. In the event of 
the Railway requiring further protection by the mili- 
tary forces of the Government, the same shall be duly 
applied for by the Head Office and promptly afforded, 
it being understood that such military forces shall be 
maintained at the expense of the Government. 



APPENDIX I 249 

ARTICLE XIV 

All materials of any kind that are required for the 
construction and working of the Railway, whether im- 
ported from abroad or from the Provinces to the scene 
of work, shall be exempted from Likin or other duties 
so long as such exemption remains in force in respect 
of other Chinese Railways. The Bonds of the Loan, 
together with their coupons and the income of the 
Railway shall be free from imposts of any kind by the 
Government of the Republic of China. 

ARTICLE XV 

With a view to encouraging Chinese industries, 
Chinese materials are to be preferred, provided price 
and quality are suitable. 

At equal rates and qualities, goods of British manu- 
facture shall be given preference over other goods of 
foreign origin. 

ARTICLE XVI 
The Contractors may, with the approval of the Cor- 
poration, and subject to all their obligations, transfer 
or delegate all or any of their rights, powers, and discre- 
tions, to their successors or assigns. 

ARTICLE XVII 

As soon as this Preliminary Agreement is signed it 
shall be forwarded to the Government of the Republic 
of China for approval. When it has met with the 
approval of the Government of the Republic of China, 



250 



APPENDIX I 



a necessary Detailed Agreement shall be made embody- 
ing the principles of this Agreement with such ampli- 
fications and additions as may be mutually agreed upon 
between the parties hereto. 

ARTICLE XVIII 

On its approval of this Agreement, and acceptance 
of the obligations set forth herein, the Government of 
the Republic of China shall officially notify the British 
Minister at Peking of the fact, and this approval shall 
be taken as covering the Detailed Agreement referred 
to in Article 17. 

ARTICLE XIX 

This Agreement is executed in quadruplicate in 
English and Chinese, one copy to be retained by the 
Corporation, one to be forwarded to the Government 
of the Republic of China, one to be forwarded to the 
British Minister at Peking, and one to be retained by 
the Contractors, and should any doubt arise as to the 
interpretation of the Agreement the English text shall 
be accepted as the standard. 

Signed at Shanghai by the contracting parties on this 
fourth day of the seventh month of the second year 
of the Republic of China being the fourth day of July 
nineteen hundred and thirteen. 



APPENDIX II 
Legation of the United States of Amercia 

Peking, March 17, 191 9. 
Dr. Sun Yat Sen, 
29 Rue Moliere, 
Shanghai, Kiangsu. 

Dear Dr. Sun: 

I have read with great interest your sketch project 
for the international development of China as em- 
bodied in your letter of February first to me. I con- 
gratulate you upon the broad and statesmanlike 
attitude with which you treat this very important sub- 
ject. Your suggestion of united international partici- 
pation in the development of China's resources deserves 
the support of all friends of China. It would be 
unfortunate indeed if the old regime of spheres of 
influence, struggles for concessions and activities 
flavoring of selfish exploitation should not, with the 
conclusion of the war, be relegated to the past. You 
are right in recognizing the necessity of a substitute 
for the old order and your proposal of a unified policy 
under international organization with Chinese partici- 

251 






252 APPENDIX II 






pation for the larger development in China, naturally 
assuming that the inalienable rights of the Chinese 
people are to be amply safeguarded, meets this demand 
admirably. 

We are hopeful that conditions in China may become 
such that the Chinese people themselves may be en- 
couraged to put their money into productive enterprise 
and participate in the larger developments. We are 
hopeful that the day is not far distant when the Chinese 
Government may be able actively to interest itself in 
the encouragement of native industry to the end that 
native capital of which there is a very considerable 
quantity, may be induced to lend itself to productive 
enterprises, because of a confidence in constructive 
policy on the part of the government. 

If you will permit a suggestion, I would be inclined 
to reduce your admirable program to one which would 
be in closer keeping with the limits of the present 
world's resources in capital. As we all know devas- 
tated Europe is calling for capital for rehabilitation 
and other nations want capital for development pro- 
grams of considerable proportions. Thus it would 
seem that China's program of development must of 
necessity take cognizance of her most immediate and 
most pressing needs. We are all united in that tran- 
sportation occupies a prominent place in such a pro- 
gram. 50,000 miles of railway and 100,000 miles of 
good roads would seem to be sufficient to engage our 
attention for any plans for the immediate future. This 
would allow ample opportunity to penetrate the great 



APPENDIX II 253 

rich unoccupied regions in the North and West, which 
should be opened to colonization and development as 
soon as possible in order to relieve the economic 
pressure of over population in sections along the coasts 
and waterways, and to accord opportunities to bring 
the rich regions of West China into contact with the 
trade of the rest of China and the world at large. 

Along with transportation, China needs to develop 
its resources in iron and coal, the two great essentials 
to modern industrialism. Arrangements should be 
made whereby foreign capital can come to China's 
assistance in these two important industries, but care 
should be exercised so as to preserve to China the iron 
and coal necessary for its own uses, and prevent 
China's steel industry being mortgaged to foreign in- 
terests, in a way so as to jeopardize China's future in 
this important industry. 

The reform of the currency and reforms in internal 
tax administrations are questions of immediate im- 
portance to China's economic and industrial develop- 
ment. 

One of the greatest fields of potentiality in the 
immediate demands of the New China, is agriculture. 
The country depends in its final analysis upon the 
prosperity of its agriculture. At present probably as 
much as 80% of China's population is agricultural. 
China's greatest problem is the proper feeding and 
clothing of its vast population. Improved conditions 
in agriculture, opening of new lands to cultivation, 
irrigation and conservancy works, the encouragement 



254 



APPENDIX II 



of the cattle and sheep industries, the development of 
the cotton industry and the improvement of tea, silk 
and the seed crops of China, are timely subjects in any 
program of developments. There is a vast work to be 
done in agriculture in China, which will lead to pros- 
perity generally, and make possible developments with 
native capital in other fields of activity, whereas if 
agricultural improvements are neglected, it will be 
difficult to insure prosperity in other directions. 

Thus for the present, I hope the main thought may 
be centered on improvements in transportation, in 
currency and tax administrations, in the development 
of coal and iron industries, and in agriculture. Many 
of the suggested activities included in your very 
extensive program will follow as a corollary to the 
above. 

In thinking of all these developments, I believe that 
we should always give thought to the fact that we are 
not dealing with a new country but with one in which 
social arrangements are exceedingly intricate and in 
which a long-tested system of agricultural and indus- 
trial organization exists. It is to my mind most im- 
portant that the transition to new methods of industry 
and labor should not be sudden but that the old abilities 
and values should be gradually transmuted. It is im- 
portant that the artistic ability existing in the silk and 
porcelain manufacture, etc. should be maintained and 
fostered, and not superseded by cheaper processes. It 
is also highly important that no export of food should 
be permitted, except as to clearly ascertained surpluses 



APPENDIX II 255 

of production. It would produce enormous suffering 
were the food prices in China suddenly to be raised to 
the world market level. The one factor in modern 
organization which the Chinese must learn better to 
understand is the corporation, and the fiduciary re- 
lationship which the officers of the corporation ought 
to occupy with respect to the stockholders. If the 
Chinese cannot learn to use the corporation properly, 
the organization of the national credit cannot be 
effected. Here, too, it is necessary that the capital of 
personal honesty which was accumulated under the old 
system should not be lost but transferred to the new 
methods of doing business. So at every point where 
we are planning for a better and more efficient organi- 
zation, it seems necessary to hold on to the values 
created in the past and not to disturb the entire balance 
of society by too sudden changes. 

I wish again to congratulate you upon the statesman- 
like view with which you consider the whole question 
of the development of your country, and the very 
timely suggestions you have to make in regard to a 
united policy of international participation in these 
developments. I am glad to note that the minds of the 
leaders among the Chinese people today are being 
centered more and more upon the constructive needs 
of the country and efforts are being made to meet 
these needs, in full appreciation of China's relations 
with the people of other nations, to the end that China's 
developments in the future may work in harmony with 
the world developments generally. 



256 APPENDIX II 

I should be glad to hear from you further and more 
in detail concerning development plans. 
Believe me, with the highest regard, 
Sincerely yours, 

(Signed) 

Paul S. Reinsch. 



APPENDIX III 

DEPARTMENT OF COMMERCE 

Office of the Secretary 

Washington 

May 12, 1919. 
Hon. Sun Yat Sen, 
29 Rue Moliere, 
Shanghai, China. 

Your Excellency: 

I have read with the greatest interest the project for 
the International Development of China enclosed in 
your letter of March 17th, and agree with you that the 
economic development of China would be of the 
greatest advantage, not only to China, but to the whole 
of mankind. 

The plans you propose, however, are so complex and 
extensive that it will take many years to work them 
out in detail. You doubtless are fully aware that it 
would take billions of dollars to carry out even a small 
portion of your proposals and that most of them would 
not be able to pay interest charges and expenses of 
operation for some years. The first question to be 
17 257 



258 



APPENDIX III 



decided, therefore, is how the interest charges on the 
necessary loans could be met. The revenues of the 
Chinese Republic are already too heavily burdened 
with the interest charges on existing Government loans 
to warrant further charges, and hence it would seem 
necessary for the present to limit the projects for devel- 
opment to those which seem sufficiently remunerative 
to attract private capital. The government of the 
United States has consistently endeavored to manifest 
its disinterested friendship for the people of China and 
will undoubtedly cooperate in every proper way in pro- 
posals to advance their best interests. 

Please accept my thanks for your kindness in sub- 
mitting your proposals. 

Respectfully, 

(Signed) 

William C. Redfield, 
Secretary. 



APPENDIX IV 
II Ministro Delia Guerra 

Rome, iy Maggio, 191 9. 
Most Honorable 
Sun Yat Sen, 
29 Rue Moliere, 
Shanghai, China. 

Honorable Sir : 

I thank you for having so kindly communicated to 
me the interesting project regarding how to employ 
through an International Organization the exuberant 
industrial activities created by the war, in order to 
exploit the great hidden riches of China. 

Though aware of the practical difficulties which 
present themselves in the accomplishment of this proj- 
ect, it meets with my utmost appreciation, I assure you, 
for the modern spirit by which it is animated and for 
the depth of its conception. 

Accept my best wishes for complete success, in the 
advantage of your noble country and for the interest 
of humanity. 

Believe Me, 

Faithfully yours, 
(Signed) 
General Caviglia. 
259 



APPENDIX V 

Peking, June 17,1919. 
Hon. Sun Yat Sen, 
Shanghai. 

Dear Sir : 

Permit me as a professional railway man to express 
my pleasure with your article appearing in the Far 
Eastern Review for June. 

I will not at this time express approval or disapproval 
of the route which you have chosen but the idea of a 
line to connect up the great agricultural interior with 
the densely populated coast appeals to me strongly. I 
feel that you are making a definite contribution to rail- 
way economic theory in this respect, whereas the line 
itself would relieve congestion, open up a production 
area which would lower food costs, furnish employ- 
ment to large numbers of soldiers to be disbanded, and 
put in circulation a large amount of hard money which 
would go far to correct the currency situation. 

I am especially pleased to have your article appear 
at this time for I had already written one at the request 
of the publishers of the forthcoming "Trans-Pacific" 
magazine in which I touched upon the same line of 

260 



APPENDIX V 261 

thought. This will not appear until July and your 
opinions will have done much to prepare the minds of 
sceptics upon the subject by that time. 

I trust that this intrusion of an entire stranger may 
be pardoned, and that you will continue to support 
the thought which you have so ably presented. 
Very truly yours, 

(Signed) 

J. E. Baker. 



APPENDIX VI 

3, Piazza Del Popolo 
Roma 

August 30, 1 91 9. 
Dr. Sun Yat Sen, 
29 Rue Moliere, 
Shanghai, China. 

My Dear Dr. Sun Yat Sen: 

I thank you for your very kind letter of June 19th 
which has just been forwarded to me from my office 
in Rome, also for your kindness in sending me your 
splendid project 'To assist the Re-adjustment of Post- 
bellum Industries," and the program for "The Inter- 
national Development of China." 

I assure you I read your proposals and studied the 
maps in connection with your able and logical argu- 
ment with the deepest interest. And I beg you to 
accept my hearty congratulations. 

I am entirely convinced that your noble ideals will be 
realised, not only for the benefit of China and the 
welfare of your own people, but for the benefit and 
prosperity of the whole human race. 

The Nations cannot continue to deny in the future 
262 



APPENDIX VI 263 

as they have in the past, the unlimited natural resources 
of your rich fertile country, in foods, minerals, coal 
and iron, etc.; and your plans for development and 
activity, as well as your methods of communication for 
expanding and cultivating almost untouched miles of 
virgin soil, and bringing these products to the doors of 
the "World Market" by a practical and economic plan, 
scientifically studied out, places you at once among 
the very rare few unselfish humanitarian benefactors, 
and reveals so clearly your profound international 
sympathies. 

The development of China's natural resources will 
give a new impetus and vitality to industry and com- 
merce in your country and will not only be of incalcul- 
able benefit to your own people, but offer undeniable 
and unlimited advantages to all people in all nations. 
Therefore Governments and foreign financiers should 
not hesitate in giving your plans their most careful 
consideration and support, and come to your assistance 
in the realisation of your grand humanitarian project. 

The construction of a great "Northern Port" on the 
Gulf of Pechili, and the building of a system of rail- 
ways from this great Northern Port to the north- 
western extremity of China, as well as the construction 
of canals to connect the inland waterways systems of 
North and Central China with the great "Northern 
Port," and the development of coal and iron fields in 
Shansi which would necessitate the construction of 
iron and steel works would not only offer employment 
to millions of your country people, but would open 



264 APPENDIX VI 

wider, and advantageously, the doors of thousands of 
well organised industries in many nations. 

It is very encouraging to me, dear Dr. Sun Yat Sen, 
to know that you look upon my plans of an ''Interna- 
tional World Centre of Communication" with favor, 
and that you will further the idea among your country- 
men by writing about it in your magazine "The 
Construction." 

This city, erected upon neutral grounds would offer 
at once the practical framework for the essential needs 
of a League of Nations and could become its dignified 
"Administrative Centre" crowned by an International 
Court of Justice. 

I have presented the plans and proposals of this 
World Centre to the Rulers and governments of all 
nations, and hope to be able to go to Washington in 
October to exhibit the large original drawings and 
personally explain the project from a practical and 
economic point of view before the foreign delegates 
who may meet there to assist in the formation of a 
League of Nations, and I have written to President 
Wilson, who after receiving the volumes containing the 
proposals and plans, wrote that "he valued them very 
highly." 

I hope that in the very near future this International 
World Centre of communication may become a reality. 
It would be the means of clearly defining and bringing 
into focus the highest natural products as well as the 
most important industrial achievements of all countries. 
This accomplishment would be one of the first definite 



APPENDIX VI 265 

steps toward more friendly social and economic re- 
lations, and the practicability of establishing such 
cooperation cannot be disputed. 

This City of Peace should rise and stand as an 
International Monument, erected by international con- 
tribution to commemorate the heroic struggle and noble 
sacrifice of millions who gave their lives on the battle 
fields, in the air and on the sea, that justice should 
triumph and open the ways for humanity to progress 
in peace, and free from tyranny in the future. 

With the assurance, dear Dr. Sun Yat Sen, of my 
most profound sympathies for your noble project, and 
with my deep gratitude for your keen interest in my 
plans, 

I beg to remain, with high esteem 
Faithfully yours, 

(Signed) 

Hendrick Christian Andersen. 



3477 

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